TF 

4 2.Q 




Book /? h 



COPYRIGHT DEPOSIT. 




PLATE 1. GENERAL ARRANGEMENT OF WESTINGHOUSE AIR-BRAKE APPLIANCES ON FREIGHT EQUIPMENT 



AIR BRAKES 

BY ANNIS 

CONTAINS 

A Plain Pradical and Very Complete Treatise of the Westinghouse 
and New York Air Brakes and Signal System, Including Train 
Handling and General Air Brake Practice. Covering a Very 
Complete and Concise Explanation and Treatment of the 
Westinghouse Nos. 5 and <$, E. T. Brake Equipment, 
Also the New York B-3 Equipment with Tests, De- 
feats and Remedies for Same. Including a Large 
List of Pra^ical Examination Questions and 
Answers on Both Westinghouse and New 
York Air Brakes and their Appliances, 

BY 

THOMAS A. ANNIS 

ADRIAN, MICH. 



GEO. B. M. SEAGER 

PUBLISHER 

ADRIAN, MICH. 



Copyright 1912 

By 

ANNIS AND SEAGER 

Adrian, Mich. 



y 



(W 



MADLCV PRINT, TOLCOO 



iCI.A30l>980 






PREFACE. 

This, the second Book of the set of three, icill be 
wholly devoted to theWestinghouse and Xeir York Air 
Brakes and their appliances, giving a plain^ practical 
treatise designed to qualify the student to pass a credit- 
able examination on either the ^yestinghouse or the Xew 
York air brake equipments, also covering a very thorough 
and concise treatment on handling, testing, locating de- 
fects, and giving remedies for same, including the latest 
Xew York and Westinghouse equipment. The B-3 Xew 
York and the E. T. Xo. 6, Westinghouse, fully illustrated 
and explained, so that both the student and those more 
advanced in the service will have very little trouble in 
passing most any examination, or in the manipulation of 
either of the above mentioned air brake systems. This 
tcork is unlike most other air brake text books and cate- 
chisms, which i}i most cases contain a large amount of 
matter pertaining to brake leverage, mathematical prob- 
lems, calculations of braking power and maintenance of 
brake equipment in repair yards, ivhich has been omitted, 
in this work, with a view of qualifying the engineer and 
fireman to become competent in air brake practice, both 
as to examinations or practical service. 

A knowledge of brake leverage, braking power and 
maintenance of equipment is of great value to any en- 
gineman, but should not be confounded with practiced 
air brake practice and train handling^ and it has been 
the aim of the author to treat each subject in such a 
manner that they may be easily understood by the be- 
ginner as well as those more advanced in its study. 

Trusting that the within pages will assist the reader 
to the sought- for information, I am, 
Most truly yours, 

THOMAS A. AXXIS, 

Adrian, Mich. 



PABT FIRST, 

Part First of this Book is ivholhj devoted to a plain 
and concise treatise of the Westingliouse Automatic Air 
Brake and its several attachments and appliances^ in- 
cluding the Xo. 6 E. T. equipment, which I shall take up 
first, fully illustrating and explaining the different me- 
chanical parts that go to make up this equipment, cover- 
ing its defects and their causes and cures, tracing the air 
through the brake system from atmosphere to atmos- 
phere, along with nearly seven hundred questions and 
answers, which are designed to cover nearly everything 
that can he asked in the shape of an examination ques- 
tion, and if anyone will study the contents of Fart First 
of this Book, they will, in my judgment, have a prac- 
tical knowledge of the Westingliouse Air Brake and its 
appliances, and experience very little, if any, trouble 
ivith any examination. 

Trusting my readers will derive the sought-for bene- 
fit from this work, I am. 

Yours truly, 

THOS. A. AXXIS, 



THE WESTINGHOUSE No. 6 

E. T. LOCOMOTIVE BRAKE 
EQUIPMENT 

The new engine brake equipment herein illus- 
trated and explained is known as the No. 6 E. T. 
(engine and tender) brake equipment. Its principal 
difference from the combined automatic and straight 
air equipment is that it consists of considerably less ap- 
paratus. In its operation it possesses all the advan- 
tages of that type of brake besides several other im- 
portant features which are considered necessary in 
modern brake service. 

The design of the principal valves comprising thi> 
equipment is such that it may be applied to any locomo- 
tive, either in high speed passenger, double pressure 
control, ordinary passenger or freight, or switching ser- 
vice of any kind, without change or special adjustment 
of the brake apparatus, all the valves being so designed 
that they can be removed for repairs without disturbing 
the pipe joints. , 

In operation its important advantages are that the 
engine brakes may be used with or independently of the 
train brakes. Without regard to the position of the 
engine in the train, the brakes can be applied with any 
desired pressure between the maximum and minimum, 
and this pressure is automatically maintained in the 
engine brake cylinders, regardless of cylinder leakage 
and variation in piston travel, until released by the 
brake valve. They can be graduated on or off either 
with the automatic or independent brake valve. There- 
fore, in all classes of service, the train can be handled 
without shock or danger of parting. 

The manipulation of the E. T. equipment is prac- 
tically the same as the combined automatic and straight 



tXiY brake, hence no radical departure from present 
method of air brake practice is required to get the de- 
sired results. 

The instructions relating to its use are general and 
n)ust be supplemented to a limited extent to meet fully 
the varying local conditions on different railways. 

DIFFERENT POSITIONS OF BRAKE VALVE 
HANDLES. 

The handles of both lirake valves when not in use 
should be carried in running position. For a service 
application, move the handle of the automatic braise 
valve to service position. After the required reduction 
has been made, return the handle to lap position, as this 
holds the brakes applied. 

To Release the Train Brakes. — Move the handle to 
release position and leave it there until all the triple 
valves are in release position. If the engine brakes are 
to be released at once the handle should be moved to 
running position, but if you wish to hold them on for 
a Avhile, the handle shoukl be moved to holding po- 
sition and the brakes graduated off by short successive 
movements between running and holding positions. 
AVith long freight trains the brake valve handle should 
be left both in release and holding positions consider- 
ably longer than with short trains, especially passen- 
ger trains. 

To Apply the Brakes in Emergency Application. — 
]Move the automatic brake valve handle quickly to the 
emergency position and let it remain there until the 
danger is past or the train stopped. 

To Make a Smooth Two-Application Passenger 
Train Stop. — Make the first application heavy enough 
to reduce the train speed to about 15 miles per hour at 
a convenient distance from the stopping place. The 
train brakes should be released by moving the valve 
handle to release position, then the engine brakes by 
moving the valve handle to running position for two 
or three seconds, before making the second application. 



When Using the Independent Brake Only. — The 

automatic brake valve handle should be carried in run- 
ning position. The independent application can be re- 
leased by moving the independent brake valve handle 
to running position, release position being for use only 
Avhen the automatic valve handle is not in running po- 
sition. 

Releasing Engine Brakes. — When all brakes ar(» 
applied automatically, to graduate off or fully release 
the engine brakes only, the independent brake valve 
handle should be moved to release position. This po- 
sition of the independent brake valve will release the 
engine brakes under any conditions. 

Alternating Train and Engine Brakes. — Tht? 
brakes on the train or on the engine should be alter- 
nated in heavy grade or mountain service to prevent 
overheating the driving wheel tires, also to assist the 
pressure retaining valves to hold the train while the 
auxiliary reservoirs are being recharged. This can be 
done by keeping the engine brakes released by using 
the independent brake valve when the train brakes are 
applied, always applying the engine brake just before 
releasing the train brakes, and releasing them again 
just after the train brakes are applied. 

Engine Brake Cylinder Pressure.^The red hand 
of the air gauge shows at all times the pressure in the 
engine brake cylinders. This hand should be closely 
watched in brake manipulation. 

Features of the Independent Brake. — The inde- 
pendent brake is very important as a safety feature, 
as it will hold an engine with a leaky throttle, or a 
quite heavy train on a pretty steep grade, if used when 
the automatic brakes are released to prevent the slack 
from running in and starting the engine. About the 
best method of making a stop on a heavy down grade 
is to apply the independent brake hard as the stop is 
being completed, thereby bunching the slack in the train, 
and when the train is stopped leave the independent 



brake valve handle in application position, thus giving 
the automatic brakes a chance to recharge. If the in- 
dependent brake can't hold the train, the automatic 
brakes Avill have been sufificiently recharged to again 
stop the train at once. In a case of this kind, enough 
hand brakes should be set to assist the engine brake in 
holding the train. Some runaways and serious wrecks 
have been the results of failure to comply with the 
above instructions. 

When leaving the engine or working about or under 
it, or while standing at water plug or coaling station, 
the independent brake valve handle should always be 
j^ut in application position. 

THE PARTS OF THE EQUIPMENT. 

The air pumj), to compress the air. The main 
reservoirs, in whicli to store and cool the air, and col- 
lect water and dirt. A duplex pump governor, to con- 
trol the pump when the pressures are attained for which 
it is regulated. A distributing valve, and small double 
chamber reservoir, to which it is attached, which are 
placed on the locomotive to perform the functions of 
triple valves. Auxiliary reservoirs, double check valves, 
high speed reducing valves, etc. Two brake valves, the 
automatic to operate the engine, and train brakes, the 
independent to operate the engine and tender brakes 
only. A feed valve to regulate the brake pipe pressure. 
A reducing valve, to reduce the pressure for the inde- 
pendent brake valve and air signal system. AVhen the 
latter is used, two duplex air gauges, one to show the 
equalizing reservoir and main reservoir pressures, the 
other to show brake pipe and locomotive brake cylinder 
])ressures. The driver, tender and truck brake cylinders, 
hose couplings, fittings, etc., incidental to the piping, 
for the purpose of brake operation. 



10 

NAMES OF DIFFERENT PIPES. 
Discharge Pipe. Which connects the air pump to the 
main reservoir. 

Connecting Pipe. Which connects the two main 
reservoirs. 

Main Reservoir Pipe. Which connects the second 
main reservoir to the automatic brake valve, distributing 
valve, feed valve, reducing valve and pump governor. 

Feed Valve Pipe. Which connects the feed valve to 
the automatic brake valve. 

Excess Pressure Governor Pipe. Which connects the 
feed valve pipe to the excess pressure head of the pump 
governor. 

Reducing Valve Pipe. Which connects the reducing 
valve to the independent brake valve, and the signal system 
when used. 

Brake Pipe. Which connects the automatic brake 
valve with the distributing valve and all triple valves on the 
cars in the train. 

Brake Cylinder Pipe. Which connects the distributing 
valve with the driver, tender and truck brake cylinders. 

Application Cylinder Pipe. Which connects the appli- 
cation cylinder of the distributing valve to the independent 
and automatic brake valves. 

Distributing Valve Release Pipe. Which connects the 
application cylinder exhaust port of the distributing valve to 
the automatic brake valve through the independent brake 
valve. 

ARRANGEMENT OF APPARATUS. 

Fig. 1 is a diagram of the Xo. 6 E. T. equipment, 
giving the necessary instructions for making the cor- 
rect pipe connections for the equipment. Fig. 1-A is 
a piping diagram, showing the designations of the ap- 
paratus and piping as explained in the following de- 
scription. Referring to Fig. 1-A. The air, after being 
compressed by the pump, passes to the main reservoirs 
and the main reservoir pipe. The main reservoir cut- 
out cock is for cutting off and venting the air from the 
main reservoir pipe, when removing any of the appar- 
atus, except the governor. The end toward the main 
reservoir is tapped for a connection to the pump gov- 
ernor. Before closing this cock, the double-heading 
cock should be closed and the handle of the brake valve 



11 

placed in release position. This is done to prevent the 
slide valve of the feed valve, and the rotary valve of th^^ 
brake valve, from being lifted from their seats. 

Main Reservoir Connections. — Beyond the main 
reservoir cut-out cock there are four branches from the 
main reservoir pipe, one leading to the automatic brake 
valve, one to the feed valve, one to the reducing valve, 
and one to the distributing valve, and as a result the 
automatic brake valve gets air from the main reservoirs 
in two ways, one direct and one through the feed valve. 

The feed valve pipe from the feed valve to the 
automatic brake valve has a branch on top of the excess 
pressure head of the duplex pump governor. The third 
branch of the main reservoir pipe connects with the re- 
ducing valve. Air at the pressure for which this valve 
is set (45 pounds) is supplied to the independent brake 
valve through the reducing valve pipe. 

Air Signal Connections. — If the air signal system 
is used it is connected to the reducing valve pipe. There- 
by the reducing valve takes the place of the signal re- 
ducing valve formerly used. In the branch pipe sup- 
plying the air signal system there is a combined strainer, 
check valve and choke fitting. The strainer keeps the 
dirt from reaching the check valve and choke fitting. 
The check valve keeps the air from flowing back from 
the signal pipe. When the independent brake is used, 
the choke fitting keeps the reducing valve from raising 
the signal pipe pressure so quickly as to prevent the 
operation of the signal system. 

The Distributing Valve Pipe Connections. — Are 

five in number, made through the end of the double 
chamber reservoir, two to the right and three to the 
left. Of the three on the left, the top one is the supply 
pipe, leading from the main reservoir. The middle one 
is the application cylinder pipe, and the bottom one 
is the distributing valve release pipe, leading through 
the independent brake valve to the automatic brake 
valve ; when the independent brake valve handle is in 
running position. Of the two on the right the bottom 



12 









It 

u 



13 

one is the brake pipe branch connection, and the top 
one is the brake cylinder pipe,, leading to all brake 
cylinders en the engine and tender. This pipe has 
cut-out cocks in it for cutting out the different brake 
cylinders when necessary, and the cut-out cocks of the 
engine truck and tender cylinders there are choke fit- 
tings used to prevent serious loss of main reservoir air, 
and the releasing of the driving brakes when stop- 
ping should a brake cylinder hose burst. The auto- 
matic brake valve connections, besides those already men- 
tioned, are the main reservoir, the equalizing reservoir, 
the brake jjipe and the bottom connection to the excess 
pressure head of the pump governor. 

PRINCIPLES OF OPERATION. 

The principles governing the operation of this 
equipment are very similar to those of the older equip- 
ments, the difference consisting in the means for supply- 
ing the air pressure to the brake cylinders. Instead of 
a triple valve and auxiliary reservoir for each of the 
engine and tender brake cylinders, the distributing 
valve supplies all brake cylinders. The distributing- 
valve consists of two portions, called the equalizing por- 
tion and the application portion. It is connected with 
a double chamber reservoir, the two chambers of which 
are called respectively the pressure and the application 
chambers. The latter is ordinarily connected with the 
application portion of the distributing valve in such a 
way as to enlarge the volume of that part of it called 
the application cylinder (Fig. 2). The connections be- 
tween these parts, as well as their operation, may be 
compared with that of a miniature brake set, the equal- 
izing portion representing the triple valve, the pressure 
chamber the auxiliary reservoir, and the application 
portion always having practically the same pressure in 
its cylinder as that in the brake cylinders. This is 
shown by the diagrammatic illustration in Fig. 2. For 
convenience, compactness and security, they are all com- 
bined in one device, as shown in Figs. 3 and 4. The 
equalizing portion and pressure chamber are used in 



14 

automatic applications only. Reductions of brake pipe 
pressure cause the equalizing valve to connect the pres- 
sure chamber to the application cylinder, allowing air 
to flow from the former to the latter. The upper slide 
valve connected to the piston rod of the application por- 
tion admits air to the brake cylinder and is called the 
application valve, while the lower one releases the air 
from the brake cylinders and is called the exhaust valve. 
As the air admitted to the brake cylinders comes directly 
from the main reservoirs, the supply is practically un- 
limited. Any pressure in the application cylinder will 
force the application piston to close the exhaust valve, 
open the application valve, and admit air from the main 
reservoir to the locomotive brake cylinders until their 
pressure equals that in the application cylinder. Also 
any variation of application cylinder pressure will be 
duplicated in the locomotive brake cylinders, and the 
resulting pressure maintained, regardless of any brake 
cylinder leakage. The whole operation of this loco- 
motive brake, therefore, consists in admitting and re- 
leasing air into and out of the application cylinder. In 
independent applications, directly through the indepen- 
dent brake valve, and in automatic applications by means 
of the equalizing portion and the air pressure stored in 
the pressure chamber. 

The well known principle embodied in the quick 
action triple valve, by which a high braking power is 
obtained in emergency applications, and a sufficiently 
lower one in full service applications, to provide against 
wheel sliding, is also embodied in the Xo. 6 distributing 
valve. This is accomplished by cutting off the appli- 
cation chamber from the application cylinder in all 
emergency applications. In emergency applications the 
pressure chamber fills the small space of the application 
cylinder only, thus giving a high equalization and a cor- 
respondingly high brake cylinder pressure. In service 
applications it must fill the same volume combined with 
that of the application chamber, thus giving a lo^^^e^^ 
equalization and a correspondingly lower l^rake cylinder 
pressure. 



IS 



TO MAIN RCSERVOIR. 



APPLICATION- 
tpYUINOCR. 



TO INOCPENOCNT AND 
AUTOMATIC BRAKC VALVCS. 



TO INOCPCNDCNT BRAKC VALVC 




(APPLICATION 
CHAMBER. 



PRESSURE CHAMBER. 



Fig. 2. Diaarrammatic View of the Essential Parts of the Distributing 
Valve, and Double-Chamber Reservoir 



16 

THE No. 6 DISTRIBUTING VALVE 

The distributing valve is the most important feature 
of this equipment. Fig. 3 shows the two chambers of 
the reservoirs. The safety valve No. 34 is one of the 
essential parts of the distributing valve and is shown 
in Fig. 16. 





S - -^.^ — =. 










^IBtf^^^" 


^(HIpHF 





FifiT. 3. No. 6 Distributing- Valve and Double-Chamber Reservoir 



The Names of the Parts. 

to Figs. 3 and 4 : 

2. Body. 

3. AppUcation Valve Cover. 

4. Cover Screw. 

5. Application Valve. 

6. Application Valve Spring 

7. Application Cylinder 

Cover. 

8. Cylinder Cover Bolt and 

Nut. 

9. Cylinder Cover Gasket. 

10. Application Piston. 

11. Piston Follower. 

12. Packing Leather Ex- 

pander. 

13. Packing Leather. 

14. Application Piston Nut. 

15. Application Piston Pack- 

ing Ring. 



— Are as follows, referring 

16. Exhaust Valve. 

17. Exhaust Valve Spring. 

18. Application Valve Pin. 

19. Application Piston Grad- 1 

uating Stem. 
2 0. Application Piston Grad- 
uating Spring. 

21. Graduating Stem Nut. 

22. Upper Cap Nut. 

23. Equalizing Cylinder Cap 

24. Cylinder Cap Bolt and 

Nut. 

25. Cylinder Cap Gasket. 

26. Equaizing Piston. 

27. Equalizing Piston Pack- 

ing Ring. 

28. Graduating Valve. 

29. Graduating Valve Spring 



17 

31. Equalizing Valve. 4 0. Application Piston Cot- 

32. Equalizing Valve Spring _.^^^-., .. ^r . 

33. Lower Cap Nut. 41. Distributing Valve Gas- 

o^ c> f 4. ^Tr.^.rr. ^^t (uot sliowu). 

34. Safety Valve. ^2 Oil Plug 

35. Double Chamber Reser- 43; Safety V^ 1 v e Air 

voir. Strainer 

36. Reservoir Stud and Nut. 44 Equalizing Piston Grad- 

37. Reservoir Drain Plug. uating Sleeve. 

38. Distributing Valve Drain 45. Equalizing Piston Grad- 

Cock. uating Spring Nut. 

3 9. Application Valve Cover 4 6. Equalizing Piston Grad- 
Gasket. uating Spring. 

Tracing of Ports and Connections. — To assist in 
the tracing of the ports and connections, the different 
positions of the distribnting valve are shown in nine 
diagrammatic views, that is, the valve is distorted to 
show the parts differently than actually constructed, 
for the purpose of explaining the operation clearly in- 
stead of showing the exact design of the parts. The 
chambers of the reservoir are, for convenience, indi- 
cated at the bottom of the views as a portion of the valve 
itself. In Fig. -i, equalizing piston 26, graduating valve 
28 and equalizing slide valve 31, are shown as actually 
constructed. But, as there are ports in the valves which 
cannot thus be clearly indicated, the diagrammatic views 
show each slide valve considerably elongated, so as to 
make all the ports appear on one plane, with similar 
treatment of the equalizing valve seat. Fig. 5 gives 
the correct location of these ports. 

Main Reservoir Pressures. — With reference to Fig. 
6, it will be clearly seen that main reservoir pressure is 
always present in the chamber surrounding application 
valve 5, by its connection through passage a. a. to the 
main reservoir pipe. Chamber b, to the right of appli- 
cation piston 10, is always in free communication with 
the brake cylinders, through passage c and the brake 
cylinder pipe. Application cylinder g, at the left of 
application piston 10, is connected by passage li with the 
equalizing valve seat, and to the brake valves through 
the application cylinder pipe. 



18 



AUTOMATIC OPERATION. 

Charging. — Fig. 6, which gives a view of the mov- 
able parts of the valve in release position, it will be seen 
that as chamber p is connected with the brake pipe, 




Fisr. 4. No. 6 Distributing Valve 

brake pipe air flows through feed groove v around the 
top of piston 26 into the chamber above equalizing valve 
31, and through port o to the pressure chamber until 
the pressure on both sides of the piston are equal. 

Service Application. — In making a service appli- 
cation with the automatic brake valve, the brake pipe 



19 

pressure in chamber jo is reducf^d, causing a difference 
in pressures on two sides of this piston, which causes 
the piston to move toward the right. The first move- 
ment of the piston closes the feed groove and at the 
same time moves the graduating valve until it uncovers 
the upper end of port z in the equalizing valve 31. As 
the piston continues its movement, the shoulder on the 
end of its stem engages the equalizing valve, which then 
also moves to the right until the piston strikes equal- 
izing piston graduating sleeve 4-4, graduating spring 4G 
preventing further movement. Port z in the equalizing 
valve then registers with port li in the seat, and cavity/^ 
in the equalizing valve connects ports li and iv in the 
seat. As the equalizing valve chamber is always in com- 
munication with the pressure chamber, air can now flow 
from the latter to both the application cylinder and the 
application chamber. This pressure forces application 
piston 10 to the right, as shown in Fig. 7, causing ex- 
haust valve 16 to close exhaust ports e and cZ, and to 
compress application piston graduating spring 20, also 
causing application valve 5, by its connection with the 
piston stem through pin 18, to open its ports and allow 
air from the main reservoirs to flow into chambers b. h. 
and through passage c to the brake cylinders. During 
the movement just described, cavity / in the graduating 
valve connects ports r and s in the equalizing valve, and 
by the same movement ports r and s are brought into 
register with ports li and I in the seat, thus establishing 
communication from the application cylinder to the 
safety valve, which is set at 68 pounds, 3 pounds above 
the maximum obtained in an emergency application 
from a 70-pound brake pipe pressure, thus limiting the 
brake cylinder pressure to this amount. 

The amount of pressure resulting in the applica- 
tion cylinder with a certain brake pipe service reduc- 
tion depends on the comparative volumes of the pres- 
sure chamber, application cylinder and its chamber. 
These volumes are such that if they are allowed to re- 
main connected by the ports in the equalizing valve 
with 70 pounds in the pressure chamber and nothing in 



20 



the application cylinder and chamber, they will equalize 
at a pressure of about 50 pounds. 

Service Lap. — When the brake pipe reduction is 

not sufficient to cause 



.-/ 



PLAN OF 
GRADUATING VALVE. 




FACE OF SLIDE VALVE. 



: — ^^> 


u>::;::::j 

-'9-=>.ti p.. 


-~, 



PLAN OF SLIDE VALVE. 






0- 



A^ 0^ 



PLAN OF SLIDE VALVE SEAT, 



Fig. 



a full service applica- 
tion, the conditions 
described above con- 
tinue until the pres- 
sure in the pressure 
chamber is reduced 
sufficiently below thai: 
in the brake pipe to 
cause piston 26 to 
force graduatin?^ 
valve 28 to the left 
until stopped by the 
shoulder on the piston 
stem striking the 
right hand end of 
equalizing valve 31, 
the position shown in 
Fig. 8 and known as 
service lap. In this 
position, graduating 
valve 28 has closed 
port z so that no more 
air can flow from the 
])ressure chamber to 
the application cylin- 
der and chamber. It 
has also closed port .s', 
cutting off communi- 
cation to the safety 
ralve, so that any leak 
in the latter cannot 
reduce the applica- 
tion cylinder pressure 



5. Graduating- Valve, Equalizing Valve, 
and Equaliz'ncr-Valve Seat of No. 6 
Distiibuting Valve 

and thus similarly affect the pressure in the brake cylin- 
ders. The flow of air pa^t application valve 5 to the 
brake cylinders continue:^, until their pressure^ slightly 



21 



exceed that in the application cylinder, when the higher 
pressure and application piston graduating spring, act- 
ing together, force piston 10 to the left, as shown in 
Fig. 8, thereby closing port b. Further movement is pre- 



p 


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p 


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H 


^^^H 






P 


Bi^^ 


^^^^H CYLS 




.^A 


'^^H EIX 




MR 


^H 


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1 


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^^^^^^^^^^1/ 


^-^^^^^^^H 


BP 


n 


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Hh 


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Fig. 6. Release, Automatic or Independent 

vented by the resistance of exhaust valve 16 and the ap- 
plication piston graduating spring, which has expanded 
to its normal position. The brake cylinder pressure is 



tlien practically the same as that in the application 
cylinder and chamber. 

It will thus be seen that application piston 10 has 
application cylinder pressure on one side and brake 
cylinder pressure on the other. When either pressure 
varies, the piston will move toward the lower pressure ; 
consequently if the pressure in chamber b is reduced by 
brake cylinder leakage, the pressure maintained in the 
application cylinder will force piston 10 to the right, 
opening application valve 5 and again admitting air 
from the main reservoirs to the brake cylinders until 
the pressure in chamber b is again slightly above that in 
the application cylinder, when the piston again move> 
back to lap position. In this manner the brake cylinder 
pressure is always maintained equal to that in the ap- 
plication cylinder. This is the pressure maintaining 
feature. 

Automatic Release. — With the automatic brake 
valve in release position, and the brake pipe pressure in 
chamber p thus increased above that in the pressure 
chamber, equalizing piston 26 moves to the left, carrying' 
with it equalizing valve 31 and graduating valve 28 to 
the position shown in Fig. 6. Feed groove v now being 
open, permits the pressure in the pressure chamber to 
increase until it is eciual to that in the brake pipe, as 
before described. This action does not release the loco- 
motive brakes, as it does not discharge the application 
cylinder pressure. The release pipe is closed by the 
rotary valve of the automatic brake valve, and the ap- 
plication cylinder pipe is closed by the rotary valve of 
both brake valves. To release the locomotive brakes, the 
automatic brake valve must be moved to running po- 
sition. The release pipe is then connected with the at- 
mosphere by the rotary valve, and as exhaust cavity k 
in equalizing valve 31 connects ports i, iv and h in the 
valve seat, application cylinder and chamber pressure 
will escape. 

As the pressure reduces, the brake cylinder pres- 
sure will force application piston 10 to the left, until 
exhaust valve 16 uncovers exhaust ports d and e^ allow- 



23 



ing the brake cylinder pressure to escape (Fig. 6), or 
in case of a graduated release, reduces the brake cylin- 
der pressure in like proportion to the reduction in the 
application cylinder pressure. 





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Fiff. 7. Automatic Service 

Emergency. — Where a sudden and heavy brake 
pipe reduction is made as in an emergency application, 
the air in the pressure chamber forces piston 26 to the 
right with enough force to compress equalizing piston 



24 



graduating spring 46, so that the piston moves until it 
strikes the leather gasket beneath cap 23, as shown in 
Fig. 9. This movement causes equalizing valve 31 to 
uncover port h in the bushing, without opening port ilk 



MR 




BMfiT. 8. Service Lap 

making a direct opening from the pressure chamber to 
the application cylinder only, so that the pressures 
cjuickly equalize. This cylinder volume being small and 
connected with that of the pressure chamber, a pressure . 



25 

of 70 pounds will equalize at about 45 pounds. Also in 
this position of the automatic brake valve, a small port 
in the rotary valve allows air from the main reservoir 
to feed into the application cylinder pipe and thence to 
the application cylinder. The application cylinder is 
now connected to the safety valve through port h in the 
seat cavity q and port r in the equalizing valve and port z 
in the seat. 

Cavity q and port r in the equalizing valve are con- 
nected by a small port, the size being such that it per- 
mits the air in the application cylinder to escape through 
the safety valve at the same rate as the air from the 
main reserA^oirs, feeding through the rotary valve of the 
automatic brake valve, can supply it, thus preventing 
the pressure from rising above the adjustment of the 
safety valve. 

High Speed Service. — Vv^ith high speed brake ser- 
vice the feed valve is adjusted for 110 pounds brake 
pipe pressure instead of 70 pounds, and the main reser- 
voir pressure ranges from 130 to 140 pounds. With 
these conditions an emergency application will raise the 
application cylinder pressure to about 93 pounds, but 
the passage between cavity q and port r is so small 
that the flow of application cylinder pressure to the 
safety valve is just enough greater than the supply 
through the brake valve to decrease that pressure in 
about the same time and manner as is done by the high 
speed reducing valve, until it is approximately 75 
pounds. The reascn why the pressure ^n the applica- 
tion cylinder, pressure chamber and brake cylinders does 
not fall to 68 pounds (to which pressure the safety 
valve is adjusted) is because the inflow of air through 
the brake valve, w^ith the high main reserA^oir pressure 
used in high speed service, is equal, at 75 pounds, to 
the outflow through the small opening to the safety 
valve. This is done in order to permit of shorter stops 
in emergency applications. The application portion of 
the distributing valve operates similarly, but more quick- 
ly, in emergency than in service application. 

Emergency Lap. — The movable parts of the valve 



26 

remain in the position shown in Fig. 9 until the brake 
cylinder pressure exceeds that, in the application cyl- 
inder, when the application piston and application valve 
move back to the position shown in Fig. 10, which is 
called emergency lap. 




Fig. 9. Emergency 

Releasing. — The release after an emergency appli 
cation is produced by the same movement of the au- 
tomatic brake valve as that used in releasing after a 



-ervice application, but the effect en the distributing 
valve is somewhat different. When the equalizing* 
])iston, valve and graduating valve are forced to re- 
lease position by the increased brake pipe pressure in 





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Fig-. 10. Emergency Lap 

chamber p, the application chamber, with no pressure 
in it, is connected to the application cylinder, with the 
emergency pressure in it, through port u\ cavity k and 
port h. The pressure in the application cylinder at 
once expands into the application chamber until these 



28 

pressures are equal, vrhich results in the release of brake 
cylinder pressure until it is slightly less than that in 
tlie application cylinder and chamber. Consequently, 
in releasing after an emergency application, the brake 
cylinder pressure vrill automatically reduce to about 
15 pounds, and it will remain at this pressure until 
the automatic brake valve is moved to running position. 
Conductor's Valve, Bursted Hose or Train Parting. 
— Should the brakes be applied by the use of the con- 
ductor's valve, a bursted hose, or the parting of the 
train, the movement of equalizing valve 31 breaks thc^ 
.connection between ports h and i through cavity k, so 
that the brakes will remain applied until the brake pipe 
pressure is again restored. In cases of this kind the 
handle of the automatic brake valve should be moved 
to lap position to prevent the loss of main reservoir 
pressure. 

INDEPENDENT BRAKE OPERATION. 

Independent Application. — When the handle o^ 
the independent brake valve is moved to either appli- 
cation position, air from the main reservoir, limited 
to a maximum pressure of 45 pounds by the reducing 
valve, flows to the application cylinder, forcing appli- 
cation piston 10 to the right, as shown in Fig. 11. This 
movement opens the port of application valve 5, allow- 
ing air from the main reservoirs to flow into chamber 
h. h., and through passage c to the brake cylinders, as 
in an automatic application, until the pressure slightly 
exceeds that in the application cylinder. The applica- 
ton piston graduating spring and the higher pressure 
then force api)lication piston 10 to the left, until appli- 
cation valve 5 closes its port. Further movement is 
prevented by the resistance of exhaust valve 16 and 
the application piston graduating spring having ex- 
panded to its normal position. This position, shown 
in Fig. 12, is called independent lap. It will be seen 
that whatever pressure exists in the application cylin- 
der will be maintained in the brake cylinders by the 
pressure maintaining feature heretofore described. 



29 



Independent Release. — When the handle of the in 
dependent brake valve is placed in release position a 
direct opening is made from the application cyhnder 
to the atmosphere. As the application cylinder pres- 




Figr. 11. Independent Application 



sure escapes, the brake cylinder pressure in chamber 
i moves application piston 10 to the left, causing ex- 
haust valve 16 to open exhaust ports c and (h as shown 



30 1 

in Fig. 6, thus allowing brake cylinder pressure to' 
e.^eape to the atmosphere. 

If the independent brake valve handle is moved 
to lap position before all the application cylinder pres- 
f:are has escaped, application piston 10 will return to 
independent lap position as soon as the brake cylinder 
pressure is reduced slightly below that remaining in 
the application cylinder, thereby closing exhaust ports 
e and d, and thus holding the remaining pressure in 
the brake cylinder. In this way the release of the in- 
dependent brake can be graduated off as desired. 

Fig. 13 shows the x^osition the distributing valve 
parts Avill be in should the locomotive brakes be re- 
leased by the independent brake valve after an auto- 
matic application has been made. This results in the 
application portion moving to release position with- 
out changing the conditions in either the pressure 
chamber or the brake pipe. Therefore the equalizing 
portion does not move until release is made by tlie au- 
tomatic brake valve. An independent release of loco- 
motive brakes can also be made in the same way after 
an emergency application by the automatic brake. 
However, owing to the fact that in this position the 
automatic brake valve will be supplying the applica- 
tion cylinder through the maintaining port in the ro- 
tary valve, the handle of the independent l^.rake valve 
nuist be held in release position to prevent the loco- 
motive brakes from again applying. So long as the 
handle of the automatic brake valve remains in emer- 
gency position, the equalizing portion of the distrib- 
uting valve will remain in the position shown in Figs, 
n and 10, and the application portion will l:e in the po- 
sition shown in Fig. 13. 

Two or More Locomotives on Train. — With two or 
i::ore engines on a train, the handles of all brake valves 
on all engines except the one operating the brakes 
; hould be carried in running position. Then the re- 
lease pipe is open to the atmosphere at the automatic 
1 rake valve, and the operation of the distributing valve 
is the same as that in automatic brake applications. In 



double-heading, therefore, the application and release 
of the distributing valve on each helper engine is simi- 
lar to that of the triple valves on the train, but if it is 
necessary for the engineman of a helper engine to ap- 



MR 




Fig-. 12. IndependrntLap 

ply or release his brake independently of those on the 
train, he can do so I y using his independent brake 
valve, without disturlinsr the automatic brake valve 
at all. 



32 

Drainage of Condensation. — Port u drains the ap- 
plication cylinder of any condensation caused by 
moisture in the air in chamber h; this moisture also 
passes -to the lower part of the distributing valve 
through port m, where it can be drained off by drain 
cock 38. 




MR 



FifiT. 13. Release Position 



Removal of Parts. — When Avishing to remove pis- 
ton 10 and slide valve 16, it is necessary first to remove 
cover 3, application valve 5 a::d valve pin 18. 



33 

QUICK ACTION CYLINDER CAP. 

The equalizing portion of the distributing valve, 
as already explained, corresponds to the plain triple 
valve of the old standard locomotive brake equipment. 
There are, however, conditions under which it is ad- 
visable to have it correspond to a quick action triple. 
That is, vent brake pipe air into the brake cylinders 
in an emergency application. 

To obtain this result, cylinder cap 23 (Fig. 4) is 
replaced by the quick action cylinder cap shown in 
Fig. 14. In an emergency application, as equalizing 
piston 26 moves to the right and seals against the gas- 
ket (as shown in Fig. 15), the knob on the piston 
strikes graduating stem 59, Avhich compresses equaliz- 
ing piston graduating spring 46 and moves slide valve 
48 to the right, opening port j. The brake pipe pres- 
sure in chamber p flows to chamber A"^ forces check 
valve 53 downward and passes to the braise cylinders 
through port m in the cap and distributing valve body. 
When the pressure in the brake cylinders and the brake 
pipe equalize, check valve 53 is forced to its seat by 
spring 54, thus preventing the air in the brake cylin- 
ders from flowing back into the brake pipe. When a 
release of the brakes occurs and piston 26 is moved 
back to its normal position (as shown in Fig. 6), spring 
46 forces graduating stem 59 and slide valve 48 back 
to the position shown in Fig. 14. In all other re- 
vspects, the operation of a distributing valve equipped 
with the quick action cylinder cap is the same as be- 
fore described. 

DISTBIBUTING VALVE DEFECTS 

Leaky Rotary. — Should the rotary valve of the 
independent brake valve leak it will cause a blow at 
the emergency exhaust of the automatic brake valve. 
But if either the independent or automatic brake valve 
is moved to partial service application position it will 
cause the pressure in the application chamber to in^ 
crease to the maximum adjustment of the pressure re- 



CI 



I 



clucing valve and cause the bfakes to apply with full 
force of the independent pressure. When the handle 
of the automatic brake valve is in holding or release 
position, the leaky rotary will also cause the build- 
ing up of pressure in 
the application cham- 
ber. 

Leaky Exhaust, 
Valve, — Should exhaust 
valve 16 leak there will 
be a constant flow of 
air from the exhaust 
port when the brakes 
are applied. This will 
not release the brake, 
as the leak will slightly 
reduce the pressure on 
the brake cylinder side 
of the piston, and the 
application pressure 
will cause piston 10 
and valve 5 to move 
enough to maintain a 
supply of air to over- 
come the effect of the 
leak, and the brake will 
not release as long as there is p>ressure in the application 
chamber. You can detect this leak Avhen the brakes 
are set by a blow from the brake cylinder exhaust port. 

If application valve 5 leaks or is cut so as to allow 
air to pass it when in lap pc)sition, it will cause the 
brake cylinder pressure to inc^rease above that in the 
application chamber and forc^ the application piston 
10 and the application valve back far enough to allow 
the surplus air to escape at th^ b^^ake cylinder exhaust 
port. This leak may be detecte'd by the escape of brake 
cylinder air at the exhaust po^t when the distributing 
valve is in release position, or during a brake applica- 
tion. 




Fig-. 14. The Quick-Action Cylinder Cap 
for No. 6 Distribuiingr Valve 



35 

Leaky Graduating Valve. — Should graduatinj^ 
valve 28 leak when in release position, it does not 
affect the brakes, but when a partial service application 
is made it will cause the brakes to apply harder. 




Fig, 15. 



Emergrency Position of No, 6 Distributine Vmlve 
with Quick- Action Cap 



Broken Graduating Spring. — Should graduating 
spring 20 break, the application piston and valve would 
be less sensitive in graduating and would allow just 
enough more pressure in the brake cylinder to over- 



come the tension of graduating spring 20 and the pres- 
sure in the brake cylinder chamber to force piston 10 
and valvo 5 far enough to again cut off the supply of 
air from the brake cylinder. 

With a leaky packing leather (13) and packing 
ring (15) in the application piston, with leaks in the 
brake cylinder and the brakes were applied, would al- 
low the air to leak from the application chamber by 
the packing ring and leather, thus reducing both pres- 
sures, allowing the brakes to leak off. While, on the 
other hand, if there was no leak past piston 10, and 
there was a leak in the l^rake cylinder, the air in the 
application chamber would hold valve 5 in position to 
constantly suppl}^ the air lost by brake cylinder leak- 
age. Should equalizing slide valve 31 leak, with both 
brake valves in running position, there will be a slight 
blow at the emergency exhaust port of the automatic 
brake valve. When the independent brake valve is 
put in application position there would be an increase 
in application cham]:er pressure that would cause the 
brakes to apply with more force than intended. When 
the automatic brake valve handle is put in partial ser- 
vice position, the application pressure will increase and 
the brakes continue to set with greater force until the 
pressures are fully equalized. When the high speed 
pressure is used, it will increase in the application 
chamber until the safety valve opens and allows the ex- 
cess pressure to escape. 

Leaky Pipes. — AVith a leak in the pipe connection 
leading from the main reservoir to the distributing valve 
there will be no effect on the brakes if the pump keeps up 
the main reservoir pressure. A leak in the pipe connec- 
tion from the distributing valve to the independent 
brake valve would allow the brakes to leak off with either 
•and independent or automatic application. 

A leak in the pipe connection between the distribut- 
ing valve and underneath the brake valve would have no 
effect if an application was made with the automatic 
valve, but when release of the automatic application of 
the train brakes was made it would gradually destroy th(^ 



37 

holding feature of the automatic brake valve. When an 
independent application is made and the handle of the 
independent brake valve moved to lap position, this leak 
would allow a gradual release of the locomotive brakes. 
With a leak in the pipe connections between inde- 
pendent and automatic brake valves, the brakes would 
leak off with an application by either valve^ 

THE E. 6 SAFETY VALVE. 

We give an illustration of the E6 safety valve in 
Fig. 16 which is a sectional view. It is not like the 

ordinary safety valve, as it is 
>o constructed so as to close 
quickly with a pop like action, 
which insures it seating firmly. 
It is very sensitive in opera- 
tion and responds to slight 
variations in pressure. Fol- 
lowing is a list of the names of 
the parts of this valve with 
reference to Fig, 16. 

2. Body. 

3. Cap nut. 

4. Valve. 

5. Yalve stem^ 
6o Adjusting spring, 
7. Adjusting nuto 

Operation of E 6 Safety 
Valve — Yalve 4 is held to its 
seat by the compression of 
spring 6 between the stem 
and adjusting nut 7. When 
the pressure below valve 4 is 
greater than the force of the 
spring the valve rises, and as 
a larger area is then exposed 
its upward movement is very rapid, and is guided b,- 
the brass bushing in body 2. Two ports are drilled in 



t5 




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Figr. 16. E'6 Safety Valve 



38 

this bushing upward to the spring chamber, and two 
outward through the body to the atmosphere. Only 
one of each of these ports are shown in the cut. As 
the valve moves upward, its lift is determined by 
stem 5 striking cap nut 3. In its movement it closes 
the two vertical ports in the bushing connecting the 
valve and spring chambers, and opens the two lower 
ports leading to the atmosphere. As the air pressure 
below valve 4 decreases, and the compression of the 
spring forces the stem and valve downward, the valve 
restricts the lower ports leading to the atmosphere 
and opens those between the valve and spring cham- 
bers, giving the discharged air pressure access to the 
spring chamber. This chamber is always connected 
with the atmosphere by two small holes through body 
2, and the air from the valve chamber enters more 
rapidly than it can escape through these holes, thus 
causing pressure to accumulate above the valve and 
assist the spring in closing it with the pop like action 
before mentioned. 

To Adjust. — Tlie cafety valve is adjusted by re- 
moving cap nut 3 and screwing up or down as the case 
may he on adjusting nut 7. When properly adjusted 
cap nut 3 must be replaced and securely tightened 
and the valve operated a few times. Particular atten- 
tion should be given to knoAv that the holes in the 
valve body are always open and that they are not 
changed in size. This is of great importance with 
reference to the two upper holes. 

The safety valve should be adjusted at 68 pounds. 
This adjustment is more accurately and easily made 
on a shop testing rack than in any other w^y. 

THE H-6 AUTOMATIC BRAKE VALVE 

This brake valve, which conforms to a consider- 
able extent to the same principles contained in earlier 
styles of brake valves, is necessarily somewhat diflfer- 
ent in detail, as it not only performs the functions of 
the other types, but performs those necessary to ob- 
tain all the operative features of the No. 6 distributing 



39 

valve. Figs. 17 and 18 give two views of this brake 
valve. Fig. 17 is a plain view, showing a section 
through the rotary valve chamber, with rotary valve 
removed, and Fig. 18 is a vertical section. The pipe 
connections are shown in both illustrations. 




Fig. 17. H-6 Automatic Brake Valve 

Fig. 19 is two views of the valve, similar to the 
ones in Figs. 17 and 18, with the addition of a top 
view of the rotary valve. The positions of the brake 
valve handle are six. Beginning at the extreme left, 
they are : release, running, holding, lap, service and 
emergency. 

Names of Parts. — Of H-6 Automatic Brake Valve 
are as follows : 

2. Bottom Case. ' 4. Top Case. 

3. Rotary Valve Seat. 5. Pipe Bracket. 



40 



6. Rotary Valve. 

7. Rotary A'alve Key. 

8. Key AYasher. 

9. Handle. 

10. Handle Lateli Spring. 

11. Handle Latch. 

12. Handle Latch Screw. 

13. Handle Xut. 

14. Harrdle Lock Xut. 

15. Equalizing Piston. 

16. Equalizing Piston 

Packing Ring. 

17. Valve Seat Upper 

Gasket. 



18. 

19. 
20. 
21. 
22. 
23. 
24. 
25. 
26. 
27. 
28. 
29. 
30. 
31. 



Valve Seat Lower 
Gasket. 

Pipe Bracket Gasket. 

Small Union X^ut. 

Brake Valve Tee. 

Small L'nion Swivel. 

Large Union Xut. 

Large L^nion Swivel. 

Bracket Stud. 

Bracket Stud Xut. 

Bolt and Xut. 

Cap Screw. 

Oil Plug. 

Rotary Valve Spring. 

Service Exhaust Fit- 
ting. 




Figr. 18. Rotary Valve Seat 

The Ports. — Referring to the rotary valve, a, j and s 
are ports extending through it, the latter connecting 
with a groove in the face ; j and k are cavities in the 



41 

valve face; o is the — exhaust cavity; ;r is a port in the 
face of the valve, connected by a cored passage with o; h 




Vpipc tap 24t 



Piff. 19. The H-6 Automatic Brake Valve 



42 

is a port extending from the face over cavity h, and 
connecting Avith exhaust cavity o; >^ is a groove in the 
face, having a small port which connects through a 
cavity in the valve with cavity k. Referring to the 
ports in the rotary valve ceat, d leads to the feed valvu 
pipe; 6 and c lead to the brake pipe; g leads to cham- 
ber D ; E X is the exhaust opening — leading out at the 
back of the valve ; e is the preliminary exhaust port 
leading to chamber D ; r is the warning port leading to 
the exhaust; p is the port leading to the pump gov- 
ernor; I leads to the distributing valve release pipe, and 
u leads to the application cylinder pipe. 

In describing the operation of the brake valve it 
will be more readily understood if the positions are 
taken up in the order in which they are generally used, 
rather than in their regular order as given above. 

BRAKE VALVE POSITIONS. 

Charging and Release Position. — The purpose of 
this position is to provide a large and direct passage 
from the main reservoir to the brake pipe, permitting 
a rapid flow of pressure into the latter for the purpose 
of (1) charging the train brake system, and (2) quick- 
ly releasing and recharging the brakes, but not re- 
leasing the locomotive brakes, if they are applied. 
Air at main reservoir pressure flows through port 
a in the rotary valve and port & in the valve seat 
to the brake pipe. At the same time port j in the ro- 
tary valve registers with equalizing port g in the valve 
seat, permitting the main reservoir pressure to enter 
chamber D above the equalizing piston. 

If the handle were allowed to remain in this po- 
sition, the brake system would become charged to main 
reservoir pressure. To avoid this, the handle of the 
brake valve must be moved to running or holding po- 
sition. To prevent the engineman from forgetting this 
a small port discharges feed valve pipe air to the at- 
mosphere in release position. Cavity j in the rotary 
valve connects port d with warning port r in the seat, 
and allows a small quantity of air to e":cape into ex- 



43 

haust cavity E X, which makes sufficient noise to at- 
tract the engineman's attention to the position of the 
brake valve handle. The small groove in the face of 
the rotary valve which connects with port s, extends to 
port p in the valve seat, allowing main reservoir pres- 
sure to flow to the excess pressure head of the pum}) 
governor. 

Running Position. — This is the proper position of 
handle (1) when the brake system is charged and ready 
for use, (2) when the brakes are not being operated, 
and (3) to release the locomotive brakes. In this po- 
sition, cavity j in the rotary valve connects ports h and d 
in the valve seat, affording a large direct passage from 
the feed valve pipe to the brake pipe, so that the latter 
will become charged as rapidly as the feed valve can 
supply the air, but cannot attain .pressure above that 
for which the feed valve is adjusted. Cavity k in the 
rotary valve connects ports c and g in the valve seat, 
so that chamber D and the equalizing reservoir charge 
uniformly with the brake pipe, keeping the pressure 
on the two sides of the equalizing piston equal. Port s 
in the rotary valve registers with port p in the valve 
seat, permitting main reservoir pressure, which is pres- 
ent at all times above the rotary valve, to pass to the 
excess pressure head of the pump governor. Port li 
in the rotary valve registers with port / in the seat, 
connecting the distributing valve release pipe through 
exhaust cavity E X with the atmosphere. 

If the brake valve is in running position when un- 
charged cars are cut in, or if, after a heavy brake ap- 
plication and release, the automatic brake valve is re- 
turned to running position too soon, the governor will 
stop the pump until the difference between the hands 
on gauge No. 1 is less than 20 pounds. The stoppage 
of the pump directs the engineman's attention to his 
improper operation of the brake valve. As running po- 
sition results in delay in charging, and is liable to 
cause some brakes to stick, release position should be 
used until all brakes are released and the brake system 
is nearly charged. 



44 

Service Position. — With this position you give a 
gradual reduction of brake pipe pressure, causing a ser- 
vice application of the brakes. Port h in the rotary 
valve registers with port e in the valve seat, allowing 
air from chamber D and the equalizing reservoir to 
escape to the atmosphere through cavities o in the rotary 
valve and E X in the valve seat. Port e is restricted 
so that pressure in chamber D and the equalizing reser- 
voir will be reduced gradually. 

As all other ports are closed, the reduction of cham- 
ber D pressure allows the brake pipe pressure under the 
equalizing piston to raise it and unseat its valve, allow- 
ing brake pipe air to flow gradually to the atmosphere 
through the openings marked B P E X. When the 
pressure in chamber D is reduced to the desired amount, 
the brake valve handle is moved to lap position, thus 
stopping any further reduction in chamber D pressure. 
Air will then continue to flow from the brake pipe until 
its pressure has fallen to a little less than that retained 
in chamber D, permitting the pressure in this chamber 
to force the piston downward gradually and stop the 
discharge of brake pipe air. It will thus be seen that 
the amount of reduction in the equalizing reservoir de- 
termines the reduction in brake pipe pressure, regard- 
less of the length of the train. The gradual reduction 
in brake pipe pressure is to prevent quick action of 
the brakes. 

Lap Position.— The use of this position is to hold 
the brakes applied after a service application until it 
is desired either to make a further brake pipe reduc- 
tion or to release the brakes, and to prevent loss of main 
reservoir pressure in the event of a bursted hose, the 
parting of the train or the opening of the conductor's 
valve. In this position all ports are closed. 

Release Position. — This is the position used for 
releasing the train brakes after an application with- 
out releasing the locomotive brakes, and has already 
been explained under the head of Charging and Re- 
lease. The air flowing from the main reservoir pipe 



45 

connection through port a in the rotary valve and port 
h in the valve seat to the brake pipe, raises the pres- 
sure in the latter, thereby causing the triple valves and 
the equalizing portion of the distributing valve to go 
to release position, which releasee the train brakes and 
recharges the auxiliary reservoirs and the. pressure 
chamber in the distributing valve. When the brake 
pipe pressure has been increased sufficiently to cause 
this, the handle of the brake valve should be moved 
either to running or holding position, the former when 
it is desired to release the locomotive brakes and the 
latter if they are still wanted to be held applied. 

Holding Position. — This position derives its name 
from the fact that when it is used the locomotive brakes 
are held applied while the train brakes are released 
and recharged to feed valve pressure. All ports regis- 
ter as in running position except port /, which is closed. 
Therefore, the only difference between running and 
holding positions is that in the former the locomotive 
brakes are released, while in the latter they are held 
applied. 

Emergency Position. — This is the position used 
when a heavy and quick application of the brakes is re- 
quired. Port X in the rotary valve registers with port c 
in the valve seat, giving a large and direct communi- 
cation between the brake pipe and atmosphere through 
cavity o in the rotary valve and E X in the valve seat. 
This direct passage makes a sudden and heavy discharge 
of brake pipe pressure, causing the triple valves and 
distributing valve to go to emergency position, and 
gives the maximum braking power in the shortest pos- 
sible time. In this position main reservoir air flows 
to the application cylinder through port j, w^hich regis- 
ters with a groove in the seat connecting with cavity Ix, 
thence through ports n in the valve and xi in the^ seat to 
the application cylinder pipe, thereby maintaining ap- 
plication cylinder pressure. 

To Lubricate. — Oil plug 29 is placed in top case 
4, at a point to fix the level of an oil bath in which the 



46 

rctary valve operates. The position of this oil hole is 
such that it is impossible to put oil into the valve in 
excess of the amount required. This arrangement fur- 
nishes thorough lubrication. Valve oil should always be 
u::ed. 

To Prevent Leakage. — The leather washer 8 pre- 
vents air in the rotary valve chamber from leaking past 
the rotary valve key to the atmosphere. Spring 30 keeps 
the rotary valve key firmly pressed against washer 8 
when no main reservoir pressure is present. Handle 9 
contains latch 11, which fits into notches in the Cjuad- 
rant of the top case, so located as to indicate the dif- 
ferent positions of the brake valve handle. Handle 
latch spring 10 forces the latch against the quadrant 
with sufficient pressure to indicate each position. 

To Remove the Parts. — AYhen wishing to remove 
thfe brake valves, all cocks should be closed and nuts 
27 taken off. To take the valve proper apart, cap 
screws 28 should be removed. 

THE INDEPENDENT BRAKE VALE S-6 

In Fig. 20 we show a vertical section through the 
center of the valve and a horizontal section through the 
valve body, with the rotary valve removed, showing the 
rotary valve seat. Fig. 21 shows the valve similarly to 
Fig. 20, with the addition of a top view of the rotary 
valve. In these illustrations the pipe connections and 
positions of the handle are shown. 

Names of Parts. — With reference to Fig. 21, the 
names of the parts are as given below : 

2. Pipe Bracket. 10. Rotary Valve Key. 

3. Rotary Valve Seat. H- Rotary Valve Spring. 

4. Valve^Body. J^. Key Washer. 

_ _ ^ . ^ . 13. I pper Cluten. 

o. Return Spring Casing. ^4. Handle Xnt. 

6. Return spring. 15 Handle. 

"i- Cover. ]6. Latch Spring. 

8. Casing Screw. 17. Latch Screw. 

9. Rotary Valve. 18. Latch. 



47 



19. Cover Screw. 24. 

20. Oil Plug. 25. 

21. Bolt and Nut. 26. 

22. Bracket Stud. 27. 

23. Bracket Stud Nut. 28. 



Upper Gasket. 
Lower Gasket. 
Lower Clutch. 
Return Spring Stop. 
Cap Screw. 




P 



Piff. 20. The S-6 Independent Brake Valve 

The Ports and Grooves.— Port h in the seat leads 
tathe reducing valve pipe. Port a leads to that portion 
of the distributing valve release pipe that connects with 
the distributing valve at IV (Fig. 6). Port c leads to 
the other portion of the release pipe that connects to 
the automatic brake valve at III (Fig. 18). Port d 
leads to the application cylinder pipe that connects 
with the distributing valve at II (Pig. 6). Port h in 



43 

the center is the exhaust port leading directly down to 
the atmosphere. Port A: is the warning port, connect- 
ing with the atmosphere. Exhaust cavity g in the ro- 
tary valve is always in communication at one end Avitli 
the exhaust port h. Groove c in the face of the valve 
communicates at one end with a port through the valve. 
This groove is always in communication Avith a groove 
in the seat connecting with supply port ft, and through 
the opening just mentioned air is admitted to the cham- 
ber alx)ve the rotary valve, thus keeping it to its seat. 
Port m connects by a small hole with groove ^; / is a 
groove in the face of the rotary valve; I consists of 
ports in top and face of valve connected by a passage. 

INDEPENDENT BRAKE VALVE POSITIONS. 

Running Position. — This is the position in which 
the brake valve handle should be carried at all times 
when the independent brake is not in use. Groove /" 
in the rotary valve connects ports a and c in the valve 
r.eat, thus establishing communication between the ap- 
plication cylinder of the distributing valve and port / 
of the automatic brake valve (Fig. 17), so that the dis- 
tributing valve can be released by the latter. It will 
also be noted that if the automatic brake valve is in 
running position, and the independent brakes are being 
operated, they can be released by simply returning the 
independent valve handle to running position, as the 
application cylinder pressure can then escape through 
the release pipe and automatic brake valve. 

Slow Application Position. — When Avishing to ap- 
ply the independent brakes lightly or gradually, move 
the brake valve handle to slow application position. 
Port m then registers with port d, allowing air to flow 
from the reducing valve pipe through port and groove 
h in the seat, groove e in the rotary valve, and the small 
port m to port d. thence through the application cylinder 
pipe to the application cylinder of the distributing valve. 

Quick Application Position. — To get a nuick ap- 
plication of the independent brake, move the brake 
valve handle to quick application position. Groove e 



49 



then connects ports h and d directly, making a larger 
opening between them than in the slow application po- 
sition, and allowing air to flow rapidly from the reduc- 



RV^TpiPETAp 
23 n^PiPETAP / 21 



U^^pipe: TAP 




Fig. 21. The S-6 Independent Brake Valve 



50 

ing valve pipe to the application cylinder of the dis- 
tributing valve. Since the supply pressure to this valve 
is determined by the adjustment of the reducing valve 
at 45 pounds, this is the maximum brake cylinder pres- 
sure that can be obtained. 

Lap Position. — This is the position used to hold 
the independent brake applied after the desired cylin- 
der pressure is obtained. When this position is used 
all communication between the operative ports are closed. 

Release Position. — This is the position used to re- 
lease the pressure from the application cylinder when the 
automatic l)rake valve is not in running position. At this 
time the offset in cavity g registers with port d, allow- 
ing pressure in the application cylinder to flow through 
the application cylinder pipe, ports d, g and h to the 
atmosphere. 

Return Spring 6. — The purpose of return spring 6 
is to move handle 15 automatically from release to run- 
ning position, or from quick application to slow applica- 
tion positicms, as soon as the engineman lets go of it. 
The automatic return from release to running position 
is to prevent the engineman from leaving the handle 
in the former position, and thereby makes it impossible 
to operate the locomotive brakes with the automatic brake 
valve. The action of the spring between quick appli- 
cation and slow application positions serves to accen- 
tuate the latter, so that in rapid operation of the valve 
the engineman is less likely unintentionally to pass 
over it to quick application position, thereby obtaining a 
heavy application of the locomotive brake when only a 
light one was desired. As a warning to the engine- 
man in case of a broken return spring, port /. in the 
face of the rotary registers in release position with 
port k in the seat, allowing air to escape to the atmos- 
phere. 

Oil Plug. — The use of oil plug 20 is the same as 
previously described in the automatic brake valve sec- 
tion. Fig. 22 is a top view of both brake valves, giving 
the different positions of their handles. 



51 



t» 



I 




52 



THE B.6 FEED VALVE 

The B-6 feed valve, used with the No. 6 E T equip- 
ment, is an improved form of the slide valve type. It 




Fig. 23. Diagram of B-6 Feed Valve, Closed 

differs from the older types in that it charges to the 
regulated pressure somewhat quicker, and in maintain- 



53 

ing the pressure more accurately under the variable 
conditions of long and short trains, and of good and 
poor maintenance. It also gives high and low brake 
pipe pressure control. It is supplied with air direct 
from the main reservoir. It regulates the pressure in the 
feed pipe valve, and also the brake pipe in running and 
holding positions of the automatic brake valve, as the 
latter then connects the two pipes. It is connected to 
a pipe bracket located in the piping between the main 
reservoir and the automatic brake valve, and is inter- 
changeable with previous types. Figs. 23 and 24 are 
diagrammatic views of the valve and pipe bracket, show- 
ing the ports and operative parts on one plane to facili- 
tate description. 

Names of Parts. — Are as follows: 



2. Valve Body. 

3. Pipe Bracket. 

5. Cap Nut. 

6. Piston Spring. 

7. Piston Spring Tip. 

8. Supply Valve Piston. 

9. Supply Valve. 

10. Supply Valve Spring. 

11. Regulating Valve Cap. 

12. Regulating Valve. 



13. Regulating Valve 

Spring. 

14. Diaphagm. 

15. Diaphragm Ring. 

16. Diaphragm Spindlt. 

17. Regulating Spring. 

18. Spring Box. 

19. Upper Stop. 

20. Lower Stop. 

21. Stop Screw. 

22. Adjusting Handle. 



This feed valve consists of two sets of parts, the 
supply and regulating. The supply parts, which con- 
trol the flow of air through the valve, consist of supply 
valve 9 and its spring 10, supply valye piston 8 and its 
spring 6. 

Regulating Parts.— Consist of the regulating 
valve 12, regulating valve spring 13, diaphragm 14, 
diaphragm spindle 16, regulating spring 17 and ad- 
justing handle 22. 

Main Reservoir Pressure. — Main reservoir air en- 
ters through ports a a to the supply valve chamber B, 
forces supply valve piston 8 to the left, compresses 
piston spring 6, and causes the port in supply valvA 
9 to register vrith port c. Fig. 24. This permits aii^ 



54 

to pass through ports c and d to the feed valve pipe 
at V C P, and through port c to diaphragm chamber L. 
Regulating valve 12 is then open and connects chamber 




Fiff. 24. Diagram of B-6 Peed Valve, Open 

G, on the left of piston 8, to the feed valve pipe through 
passage h and port l\ chamber L and passage c, d, d. 
Air feeding by the piston cannot accumulate above feed 
valve pipe pressure. When regulating valve 12 is closed 



55 

the pressure on the left of piston 8 quickly rises to the 
main reservoir pressure on the right, and piston spring 
6 forces piston 8 and supply valve 9 to the right, clos- 
ing port c and stopping the tiow of air to the feed 
valve pipe. 

The Regulating Valve. — Is operated by diaphragm 
14. When the pressure of regulating spring 1< on its 
right is greater than the feed valve pipe pressure in 
chamber L on its left, it opens regulating valve 12. -This 
causes the supply valve to admit air to the feed valve 
pipe. When the feed valve pipe pressure in chamber 
L becomes greater than the tension of regulating spring 
17, the diaphragm allows regulating valve 12 to close. 
This causes the supply valve to stop admitting air to the 
feed valve pipe, as before explained. In release po- 
sition of the H-6 automatic brake valve, the- warning 
port is supplied from the feed valve pipe. This in- 
sures that the excess pressure governor head will regu- 
late the brake pipe pressure in release position even 
though the feed valve is leaking slightly, but not enough 
to be otherwise detrimental. 

The Distinguishing Feature. — Of this type of feed 
valve is the duplex adjusting arrangement by which it 
eliminates the necessity of the two feed valves in high 
and low pressure service. The spring box 18 has two 
rings encircling it, which are split through the lugs 
marked 19 and 20 in the diagram, and which may be 
secured in any position by screw 21. The pin forming 
part of adjusting handle 22 limits the movement of 
the handle to the distance between stops 19 and 20. 
When testing the valve stop 19 is located so that the 
compression of spring 17 will give the desired high 
brake pipe pressure, and stop 20 is located so that the 
spring compression is enough less to give the low brake 
pipe pressure. Thereafter, by simply turning handle 
22 until its spring strikes either one of these stops, the 
regulation of the feed valve is changed from one brake 
pipe pressure to the other. 

To Adjust. — This valve, screws 21 should be slack- 
ened, which allows stops 19 and 20 to turn around spring 



56 

box 18. Adjusting handle 22 should be turned until 
the valve closes at tlie lower brake pipe pressure desired, 
when stop 20 should be brought in contact with the 
handle pin, at which point it should be securely fastened 
by tightening screw 21. Adjusting handle 22 should 
then be turned until the higher adjustment is obtained, 
when stop 19 is brought in contact with the handle pin 
and securely fastened, the stops should be placed to giv<^ 
70 pounds low and 110 pounds high brake pipe pressure. 
When replacing this feed valve on its pipe bracket after 
removal, the gasket must always be in place between 
the valve and bracket to insure a tight joint. 

THE 0-6 REDUCING VALVE. 

This valve, shown in Fig. 25, is the well known 

feed valve that has been 
used for years in connec- 
tion with the G-6 brake 
valve, but with this 
equipment it is attached 
to a pipe bracket. The 
only difference between 
it and the B-6 feed 
valve just explained is 
in the adjustment, it be- 
ing designed to reduce 
main reservoir pressure 
to a single fixed pres- 
sure, which in this 
equipment is 45 pounds. 
To adjust this valve, the 
cap nut on the end of 
the spring box should be 
This will expose the adjusting nut, by which 




FifiT. 25. The C-6 Reducinar Valve 



removed 

the adjustment is made. It is called a reducing valve 
when used with the independent brake and air signal 
systems, simply to distinguish it from the feed valve 
supplying the automatic brake valve. 

THE S F PUMP GOVERNOR. 

The duty of the S F pump governor is to restrict 



57 

the speed of the pump when the desired main reservoir 
pressure is obtained, preventing this pressure from 
rising any higher. During most of the time when on 
the road the automatic brake valve is in running po- 
sition, keeping the brakes charged. But little excess 
pressure is then needed and the governor regulates the 
main reservoir pressure to only about 20 pounds above 
the brake pipe pressure, thus making the work of the 
pump easier. On the other hand, when the brakes are 
applied, a high main reservoir pressure is needed to 
insure their prompt release and recharge. Therefore, 
as soon as the use of lap, service or emergency position 
is commenced, the governor allows the pump to work 
freely until the maximum main reservoir pressure is 
obtained. Again, when the brake pipe pressure is 
changed from one amount to another by the feed valve, 
as where the engine is used alternately in high speed 
brake and ordinary service, the governor automatically 
changes the main reservoir pressure to the maximum, 
and at the same time maintains the other feature just 
described. Another important feature is that, before 
commencing and during the descent of steep grades, 
this governor enables the engineman to raise and main- 
tain the brake pipe pressure about 20 pounds above 
the feed valve regulation merely by the use of release 
position of the automatic brake valve, the position which 
should be used during such braking. 

The Construction and Operation. — In Fig. 26 we 
show a sectional view of this governor, with steam valve 
5 open. Connection B leads to the boiler, P to the 
air pump, M R to the main reservoir, A B V to the auto- 
matic brake valve, F V P to the feed valve pipe, and 
W is the waste pipe connection. Steam enters at B and 
passes by steam valve 5 to connection P, and thence to 
the pump. The governor regulating head on the left 
is called the excess pressure head and the one on the 
right the maximum pressure head. Air from the main 
reservoir flows through the automatic brake valvr^ 
(when the latter is in release, running or holding po- 
sition) to the connection marked A B V into chamber d 



58 



I elovv' diaphragm 28. Air from the feed valve pipe 
enters at the connection F V P to chamber above dia- 
phragm 28, adding to the pressure of regulating spring 
27 in holding it down. As this spring is adjusted to 
about 20 pounds, this diaphragm will be held down until 




Figr. 26. The S. F. Pump Governor 

the main reservoir pressure in chamber d slightly ex- 
ceeds the combined air and spring pressure in chamber 
above diaphragm 28. At such time, diaphragm 28 will 
rise, unseat its pin valve and allow air to flow to 
chamber h above the governor piston, forcing: the latter 



59 

downward, compressing its spring, and restricting the 
flow of steam past steam valve 5 to the point where the 
pump will just supply the leakage in the brake system. 
When main reservoir pressure in chamber d becomes 
reduced, the combined spring and air pressure above 
the diaphragm forces it down, seating its pin valve. 

As chamber b is always open to the atmosphere 
through the small vent port c, the pressure is chamber b 
above the governor piston will then escape to the atmos- 
phere and allow the piston spring and steam pressure 
below valve 5 to raise it and the governor piston to the 
position shown in Fig. 26. Since the connection from 
the main reservoir to chamber d is open only when the 
handle of the automatic brake valve is in release, run- 
ning or holding position (in the other brake valve po- 
sitions this governor head is cut out), the connection 
marked M R in the maximum pressure head should be 
connected to the main reservoir cut-out cock, or 
to the pipe connecting the two main reservoirs, in order 
to be always in communication with the main reser- 
voir, so that when the excess pressure head is cut out 
by the brake valve, or by the main reservoir cut-out 
cock; this head will control the pump. When main 
reservoir pressure in chamber a exceeds the tension of 
spring 19 in the maximum pressure head, diaphragm 
20 will raise it3 pin valve and allow air to flow into 
chamber b above the governor piston, controlling the 
pump ai above described. The adjustment of spring 19 
thus forms the maximum limit of main reservoir pres- 
sure, as, for example, when the train brakes are applied. 
As each governor head has a vent port c, from which 
a small amount of air escapes whenever pressure is pres- 
ent in port &, to avoid an unnecessary waste of air, one 
of these vents should be plugged. 

To Adjust. — The excess pressure head of this gov- 
ernor, cap nut above adjusting nut 26 should be re- 
moved and adjusting nut 26 turned until the com- 
pression of spring 27 gives the desired difference be- 
tween main reservoir and brake pipe pressure, the 
handle of the automatic brake valve being in runnin^^ 



60 

position. To adjust the maximum pressure head, cap 
nut above adjusting nut 18 should be removed and ad- 
justing nut 18 turned until the compression of spring 
19 causes the pump to stop at the maximum main 
reservoir pressure required. The automatic brake 
valve now being in lap position, spring 27 should be 
adjusted for 20 pounds excess pressure, and spring 19 
for a pressure ranging from 120 to 140 pounds, de- 
pending on the service required. 

THE DEAD ENGINE FEATURE. 

In Fig. 27 we show a view of the dead engine fea- 
ture, which is for the operation of the locomotive 
brakes when the pump on an engine in a train is in- 
operative, through lack of steam or being broken down. 
Fig. 27 shows the combined strainer, choke fitting and 
check valve. As these parts are not required at other 
times, a cut-out cock is provided, and should be kept 
closed only when needed under the conditions above 
mentioned. The air for operating the brake on the 
dead engine is then supplied through the brake pipe 
from the engine operating the train brakes. 

Operation. — When the cut-out cock is open, air 
from the brake pipe enters at B P (Fig. 27), passes 




Fig-. 27. Combined Air Strainer and Check Valve 

through the curled hair strainer 5, lifts check valve 4, 
which is held to its seat by spring 2, passes through tlie 
€hoke bushing and out at M R to the main reservoir, 
tluis providing pressure for operating the brakes on 



61 

the dead engine. The double-lieading cock should be 
closed, and the handle of each brake valve should be 
in running position. Where absence of water in tlu- 
boiler, or any other reason, justifies keeping the maxi- 
mum braking power of such an engine lower than the 
standard, this can be accomplished by reducing the ad- 
justment of the safety valve on the distributing valve. 
It can also be reduced at will by the independent 
brake valve. 

The strainer protects the check valve and choke 
from dirt. Spring 2 over the check valve insures this 
valve seating, and, Avhile assuring an ample pressure 
to operate the locomotive brakes, keeps the main reser- 
voir pressure somewhat lower than the brake pipe 
pressure, thereby reducing any leakage from the 
former. The choke prevents a sudden drop in brake 
pipe pressure and the application of the train brakes, 
that would otherwise occur with an uncharged main 
reservoir cut in to a charged brake pipe. In this it 
operates very similarly to the feed groove in a triple 
valve. 

FAILURE OP PUMP WHEN DOUBLE-HEADING 
WITH E T EQUIPMENT. 

If when double-heading the air pump should fail 
on the second engine, the brakes on this engine could 
not be operated from the head engine, as the pressure 
used for applying these brakes comes from the main 
reservoir of the second engine, but the distributing 
valve on the second engine would operate as the pres- 
sure chamber would be charged from the leading en- 
gine. Therefore, these valves would respond to re- 
ductions in brake pipe pressure made by the leading 
engine. The brakes on the second engine would not 
apply on account of a lack of air in the main reservoir, 
that should pass to the brake cylinder Avhen the dis- 
tributing valves are operated. But the engineman of 
the second engine, in case of pump failure, can gain 
control of his engine brakes by placing the handle of 
the automatic brake valve in full release position and 
very slowly opening the cut-out cock under the brake 



62 
valve, thus allowing the main reservoir to charge from 
the brake pipe, providing the engine is not equipped 
with the dead engine feature. After the main reser- 
voir is charged to brake pipe pressure, turn the cut- 
out cock back to its former position, this in order to 
allow the proper operation of the train brakes. 

BROKEN PIPE DEFECTS AND THEIR CURES. 

Should the brake pipe branch that leads to the 
distributing valve break, it would cause the train and 
engine brakes to apply. To remedy this trouble on the 
road, you would have to plug the end of the pipe lead- 
ing from the brake pipe, and release the locomotive 
brake with the independent valve handle in release po- 
sition. The breaking of this pipe does not make the 
locomotive brake in-operative, but can still be used by 
braking with the independent brake valve, and going 
to release position when releasing the brakes. 

In case of the equalizing reservoir pipe breaking 
on the road, plug the pipe to the brake valve and the 
service exhaust opening, and do your braking by using 
the emergency position for making a service applica- 
tion. But care should be taken when making a service 
application in the emergency position to avoid quick 
action and to prevent knocking off the brakes on the 
head end of the train when returning the handle to 
lap position. Should any of the pipe connections be- 
tween the distributing valve and brake cylinder break, 
it would cause the air to escape when the brake is ap- 
plied, and probably one or more of the brake cylinders 
to release, according to where the break in the pipe 
occurs. To remedy this defect on the road, close the 
cut-out cock in the pipe leading to the broken pipe, and 
should the break be next to the distributing valve 
reservoir, you must close the cut-out cock in the sup- 
ply pipe that leads to the distributing valve. 

In case of breaking the pipe connecting the maxi- 
mum pressure head, you can plug the pipe and control 
the pump by the excess pressure head. Of course, it 
will be understood that the excess pressure head under 
these conditions will orly control the pump, when the 



C3 

automatic brake valve handle is in release, running or 
holding positions. Should the handle be allowed, un- 
der these conditions, to remain in lap, service or emer- 
gency position, for any length of time, or should the 
cut-out cock to the main reservoir be closed, the pump 
will run till the air and steam pressures become al- 
most equal. To prevent this the pump should be 
throttled. 

When the pipe leading to the chamber below the 
diaphragm of the excess pressure head breaks, just 
plug the pipe and proceed. Should the release pipe 
to the distributing valve be broken, it would destroy 
the holding feature of the automatic brake valve and 
would also interfere with the independent operation, 
as, if an independent application of the brakes is made, 
and the equalizing parts of the distributing valve were 
in release position, it would allow the independent 
brake to release when the independent valve handle 
was moved to lap position. But with this pipe broken, 
the brakes can be automatically applied and released 
with the independent brake valve, and the balance of 
the trip can be made without the holding feature of 
the automatic brake valve being used. 

Should the supply pipe leading to the distributing 
valve break, it would allow main reservoir air to 
escape and prevent the use of the locomotive brake. 
This defect can be cured by closing the cut-out cock in 
the supply pipe or by plugging the pipe. 

Should the pipe leading to the spring chamber of 
the excess pressure head of the pump governor break, 
the pump w^ould only operate till the main reservoir 
pressure had reached 40 pounds. To remedy this, 
plug the broken pipe and put a blind gasket in the 
pipe leading to the chamber below the diaphragm of 
the pressure head. Should you break the application 
cylinder pipe leading to the distributing valve, plug 
the connection to the distributing valve, and the 
brake can then be operated, using only the automatic 
brake valve, and using the running position of the au- 
tomatic valve to release the engine brakes with. 



64 

THE DIFFERENCE IN NO. 5 AND NO. 6 
E. T. EQUIPMENT 

As there are quite a number of the Xo. 5 E T 
brake equipments in use throughout the country, an 
explanation of the different features of the two equip- 
ments might not come amiss to some of my readers, so 
below I will give them : 

OPERATION NO. 5 EQUIPMENT. 

Application cylinder and application chamber are 
in direct communication with one another at all times. 
In emergency the eciualizing reservoir pressure is vent- 
ed to the application chamber through cavity L in the 
bottom of the rotary valve and ports G and L in the 
seat to the application chamber and main reservoir 
pressure flows through port X in the seat of the auto- 
matic slide valve and M in the slide valve to the appli- 
cation chamber, and with that of the pressure cham- 
ber at 70 pounds eciualizes at about 60 pounds. 

OPERATION NO. 6 E T EQUIPMENT. 

Application cylinder and application chamber are 
in direct communication with one another at all times. 
Except in emergency, cavity X in the equalizing 
slide valve blanks port W in the seat leading to the 
application chamber, therefore allows no pressure to 
enter the application chamber. Equalizing reservoir 
pressure is vented to the atmosphere through port in 
the rotary valve, to the atmosphere through the ex- 
haust port ; main reservoir pressure flows from main 
reservoir through automatic brake valve to the ap- 
plication cylinder, and the cylinder volume being 
small and connected with that of the pressure chamber 
at 70 pounds pressure, equalizes at about 65 pounds, 
and Avhen the brake valve handle is placed in full re- 
lease position pressure in the application cylinder flows 
to the application chamber and equalizes at about 15 
pounds. 

This application cylinder, as it is called, is cham- 
ber G to the left of application piston 10 and port 



65 

H, and the dividing line between the application 
cylinder and the application chamber in emergency is 
cavity N in the equalizing slide valve. 
OPERATION NO. 5. 

Double heading pipe is connected to application 
chamber pipe and goes direct to automatic brake valve 
through cut-out cock ; the cut-out cock on the second 
engine is closed to the brake pipe and engineer's valve 
placed on lap and opens exhaust port from the applica- 
tion chamber in lap position to the atmosphere. 
OPERATION NO. 6. 

The distributing valve release pipe is connected 
below the application cylinder pipe and takes the place 
of the double heading pipe in the No. 5 equipment, 
and is connected direct to the independent brake valve 
and through the exhaust pipe connected to the auto- 
matic brake valve, and when double heading cut-out 
cock in brake pipe is closed and brake valve handle is 
placed in running position, allowing air to escape from 
the application chamber to the atmosphere. 
OPERATION NO. 5. 

No ports in valve for attaching quick action cap. 
OPERATION NO. 6. 

Ports connect cylinder cap with brake cylinder 
pipe for use with quick action cap. 

OPERATION NO. 5 AND NO. 6. 

Referring to question No. 55 in emergency break- 
downs and their cures, on the No. 5 E T equipment 
in regard to breaking branch pipe from brake pipe to 
pressure chamber, one would not have to block the 
automatic slide valve in* the No. 6 E T equipment on 
account of main reservoir port being removed from 
the seat of the automatic slide valve and placed in 
the engineer's brake valve. Would only have to plug 
the broken pipe and work the brake independent. 

NO. 5. 

Safety valve set at 53 pounds. 
NO. 6. 

Safety valve set at 65 pounds. 



66 

NO. 5. 

Application chamber pressure in emergency 60 
pounds, with 70 pounds brake pipe pressure. 

NO. 6. 

Application cylinder pressure in emergency 65 
pounds, with 75 pounds brake pipe pressure. 

No. 5. 
Independent brake valve has no warning port. 

NO. 6. 
Independent brake valve has a warning port. 

No. 5. 
AVarning port in automatic brake valve takes air 
from main reservoir. 

NO. 6. 
Warning port in automatic brake valve takes air 
from feed valve pipe. 

OPERATION NO. 5. 

Independent brake valve has tliree pipe connec- 
tions. 

OPERATION NO. 6. 
Independent brake valve has four pipe connec- 
tions. 

NO. 5. 
Application valve, as it is designed, it is possible 
to put it in wrong end to. 

NO. 6. 
New design makes it impossible to put application 
valve in wrong end to. 

No. 5. 
has two air gauges, one a duplex to indicate brake pipe 
and main drum pressure, the other a single pointer to 
indicate locomotive brake cylinder pressure. 

NO.^ 6. 

has two duplex air gauges that are connected as fol- 
loAvs: Gauge No. 1, red hand to main reservoir pipe 
under the automatic brake valve, black hand to gauge 
pipe tee of the automatic brake valve. Gauge No. 2, 
red hand to the brake cylinder pipe, black hand to 



67 

the brake pipe below the double heading cock, the 
amount of reduction made during an automatic appli- 
cation is indicated by the black hand of gauge No. 1. 
Black hand of gauge No. 2 is to show the brake pipe 
pressure when the engine is the second engine in 
double heading. 

No. 5. 
Equipment with an independent application safety 
valve is not connected to application chamber. 

NO. 6. 

Equipment with independent application safety 
valve is connected to application chamber. 

No. 5. 

Equipment. — In case of a bursted hose in the 
brake pipe, when the brake valve is in running po- 
sition, the brake on the engine would release on ac- 
count of air escaping from the application chamber ; 
and through the application chamber pipe, independent 
brake valve and automatic brake valve to the atmos- 
phere, on account of application chamber and applica 
tion cylinder being in direct communication with one 
another at all times. 

NO. 6. 

Equipment. — In case of a bursted hose in the 
brake pipe, the brake on engine would still stay ap- 
plied, with both brake valves in running position, port 
U in the seat of the rotary valve leading to the appli- 
cation cylinder being blanked in this position, and 
port W in the seat of the automatic slide valve being 
blanked by cavity X in the automatic slide valve, cut- 
ting off communication between the application cylin- 
der and application chamber, the same as with an 
emergency application ; and also port D in the seat of 
the independent rotary valve leading to the application 
cylinder being blanked in this position, and the brake 
on engine can be released by moving the independent 
brake valve to release position, connecting exhaust 
port H in the rotary valve with port D in the seat lead- 
ing to the application cylinder. 



68 

TESTS, POINTERS, DEFECTS AND REME- 
DIES FOR NO. 6 E. T. EQUIPMENT 

TESTING AIR GAUGES. 

In making any air brake tests it is of great im- 
portance that the air gauges are known to be correct, 
so we w^ill explain how to test the air gauges first. The 
inspector should have a test gauge that is known to 
be correct and he should then proceed as follows: 
First, start the air pump and charge the air system 
to full pressure. Then put the automatic brake valve 
handle in release position; then couple air gauge to 
front end pipe hose, and note main reservoir, equal- 
izing reservoir and brake pipe pressures. The air 
gauges should show same pressure as the test gauge 
if correct. To test the brake cylinder gauge, connect 
test gauge to the brake cylinder, ar.d make a brake 
application. If the test gauge and brake cylinder 
gauge register alike it is correct. Another way of 
testing the brake cylinder gauge is to make a service 
application, then carefully noting the amount of brake 
pipe reduction, and the brake cylinder gauge, if cor- 
rect, will register within a pound or two, two and 
one-half pounds of brake cylinder pressure for each 
pound of brake pipe reduction. For illustration, if 
the brake pipe reduction is just 10 pounds, the brake 
cylinder pressure should show just 25 pounds. If the 
engine air gauges do not register the same as tesi 
gauge, they are out just the amount of difference 
shown. 

Test for Brake Pipe Leakage. — Make a 5-pound 
service reduction from a 70-pound brake pipe pressure, 
and note closely the fall in brake pipe pressure as 
shown by the brake pipe air gauge, not the equalizing 
reservoir gauge. The leakage should not exceed 5 
pounds per minute. 

To Test Peed Valve. — With brakes released and 
system charged to maximum pressure, open the angle 
cock at back of tender wide enough to cause a leak 



69 

equivalent to a brake pipe leakage of from 6 to 10 
pounds per minute, and closely watch the brake pipe 
gauge hand. The fluctuation of the gauge hand will 
show the opening and closing points of the feed valve, 
which should not vary more than 2 pounds. If the 
hand does not fluctuate at all, it is an indication that 
the supply valve piston is too loose, and that the brake 
pipe leakage is being supplied past both this piston 
and the regulating valve. When the fluctuation is 
more than 2 pounds it indicates a dirty, sticky con- 
dition of the operating parts of the feed valve. 

Testing the Distributing Valve. — ^When testing 
the distributing valve for excessive friction in its 
moving parts, with the brake system fully charged, 
make a 5 pound service reduction, and note if brakes 
apply promptly. If not, it is caused by undue friction 
of either application pistons and supply valve or the 
equalizing slide valves. When brakes apply promptly, 
make another 5 pound reduction, and note if cylinder 
pressure gradually increases beyond what it should for 
a 10 pound reduction, which is 25 pounds. If cylinder 
pressure increases it is probably caused by reduction 
in brake pipe due to brake pipe leakage. With a leak 
past the automatic rotary valve, the independent ro- 
tary valve, the equalizing slide valve or the graduat- 
ing valve in the distributing valve, will also cause 
the brake cylinder pressure to increase after a service 
application. Should the brake cylinder exhaust open 
and close intermittently, it is probably caused by 
supply valve leaking. This is the case where the ap- 
plication chamber pressure remains constant. 

When carrying 110 pounds brake pipe pressure, 
it is not so easy to tell at just what point the leakage 
is at as with 70 pounds brake pipe pressure, as with 
the 110 pounds the safety valve is set at an amount 
below the equalizing point of the pressure and appli- 
cation chambers, so when testing the distributing valve 
70 pounds brake pipe pressure gives the best results. 

To locate the leaks with 70 pounds pressure, pro- 
ceed in the following Avay : After making a brake 



application of 10 pounds reduction, note to what point 
the brake cylinder pressure rises. Should it increase 
to 50 pounds and remain constant, it is a sure indica- 
tion of brake pipe leakage. (This leakage always ex- 
ists to a more or less extent and will eventually pro- 
duce eciualization.) The same result will be produced 
by a leak from the pressure chamber into the appli- 
cation chamber. (It is also conceded that if a rotary 
or slide valve is leaking that they will do so in any 
position.) When increase of brake cylinder pressure 
is caused by a leaky equalizing slide valve, release the 
brake and observe if there is a leak at the direct ex- 
haust of the automatic brake valve with the handles 
of both brake valves in running position. This will 
tell whether the eciualizing slide valve leaks or not. 
If the graduating valve is leaking enough to cause 
increase in the application chamber pressure after a 
partial service application and causes the equalizing 
slide valve and piston to move to release position, the 
locomotive brakes will not release unless the engine 
should be second in double heading with the automatic 
brake valve cut out. A leaky graduating valve does 
not always cause the e(iualizing piston and slide valve 
to move to the release position, and when they do not, 
the application chamber pressure generally increases 
to a point equal to the pressure chamber pressure and 
there stops. Should the brake cylinder pressure in- 
crease above the adjustment of the safety valve 
(which is 68 pounds), it would indicate a leaky auto- 
matic rotary. Should the brake cylinder pressure in- 
crease up to 45 pounds and there stop, it indicates that 
the independent rotary leaks. 

Should the brakes release after an automatic ap- 
plication when the automatic brake valve handle is put 
in release or holding position, but will remain applied 
after an independent application, it is caused by a 
leak in the distributing valve release pipe between 
the two brake valves. Should the brake release after 
an independent application, and remains applied with 
an automatic application, it is the result of a leak in 



71 

the distributing valve release pipe between the dis- 
tributing valve and the independent brake valve. 
Should the brakes release after an application 
from both brake valves, it would be caused by a leak 
from the application cylinder pipe, or application cyl- 
inder cap or gasket. When an application piston 
graduating spring breaks, it can be detected by a suc- 
cession of quick exhausts from the brake cylinder ex- 
haust. When the emergency valve in the quick action 
cap leaks, it can be detected by a steady blow from 
the brake cylinder exhaust when the brakes are re- 
leased, but to tell a leak through the emergency slide 
valve from one through the application slide valve, 
you must close cut-out cock in the supply pipe to the 
distributing valve, and if the leak continues it is the 
emergency valve leaking, but if the leak gradually 
stops it is the application valve that leaks. 

When wanting to test for a leaky check valve in 
the emergency cap, make a continuous service appli- 
cation of about 20 pounds reduction in the brake pipe 
pressure below the point of equalization, and close 
the brake valve cut-out cock, and watch the brake 
pipe pressure gauge. If the pressure does not increase 
on the gauge the check valve is tight. A weak or 
broken graduating spring is detected by the equaliz- 
ing piston and slide valve going to emergency po- 
sition, when a partial service application is being 
made, and a quick rise of brake cylinder pressure to 
about 65 pounds. 

When the weather is cold the distributing valve 
should be drained often by use of the drain cock. 

Testing Automatic Brake Valve. — Should the 
handle of the automatic brake valve not work easily it is 
most likely due to a dry rotary valve or a dry rotary 
valve key gasket. This can be overcome by first closing 
the brake valve cut-out cock, then closing the main 
reservoir cut-out cock, then after the pressure blows off. 
remove the oil plug in valve body and fill the oil hole 
with valve oil after which move the valve handle several 
times from full release to emergency positions and back 



to assist the oil in working in between the rotary and its 
seat then again fill the oil hole and replace the plug, 
then remove the cap nnt from the rotary valve key and 
fill the oil hole and push down on the key and fill up the 
hole again. After again moving the handle a few times, 
then replace the cap nut. The independent brake valve 
should be treated in the same way before opening the 
cut-out cocks again. 

When the handle latch is dry it will cause the 
handle to move over the notches with considerable re- 
sistance. A few drops of oil will remedy this and allow 
the handle to move freely. Yv hen with the handle in re- 
lease, running or holding position there is a continued 
leak at the brake pipe service exhaust, it would indicate 
that the equalizing discharge valve is off its seat, if so 
remove the exhaust plug and insert a sharp piece of wood 
or by tapping while at the same time of making a service 
application, the dirt can generally he dislodged which 
will allow the valve to seat properly again. 

The time consumed by the valve in discharging the 
equalizing reservoir pressure should be carefully ob- 
served. To do this put the valve handle in service posi- 
tion and from a 110 pound equalizing reservoir pressure 
it should take 5 to 6 seconds to reduce the pressure 20 
pounds, and from a 70 pound pressure 6 to 7 seconds for 
a 20 pound reduction. 

A leaky rotary valve may be tested for by putting 
the brake valve handle in service position and letting it 
remain until the brake pipe gauge hand drops to zero, 
after w^hich close the brake valve cut-out cock and the 
brake valve handle on lap position, then if a blow starts 
at the brake pipe exhaust it indicates a leak through 
the rotary valve or the body gasket 19 into the brake 
pipe. If there is an increase of pressure shown on the 
equalizing reservoir gauge, it would indicate a leak 
through the rotary valve or the body gasket 18 into the 
equalizing reservoir and chamber D, Should the brake 
cylinder pressure . show an increase or cause the safety 
valve to blow intermittently, it would indicate a leak 



I 



73 

past the rotary valve through the high speed supply port 
into the application cylinder of the distributing valve. 

Testing Independent Brake Valve. — Should the 
handle of the valve move hard it is probably caused by a 
dry rotary valve or a dry rotary valve key gasket the 
same as with the automatic valve and the cure is the 
same as applied to the automatic valve. 

A leaky rotary valve in the independent brake 
valve would cause the brake cylinder pressure to increase 
during a partial independent application to the extent 
of adjustment of the pressure reducing valve 

Testing* the Governor. — Where the main reservoir 
pressure is more or less than the standard used on that 
road. When the automatic brake valve handle is in 
running position, it would indicate that the regulating 
spring in the excess or low pressure governor top is out 
of adjustment. If so, this spring should be adjusted, 
and can be done as follows, — remove the check nut and 
screw the regulating nut up or down as is required. In 
testing the governor it is important that the brake pipe 
pressure is known to be correct as it is this pressure 
along with the adjusting spring pressure that operates 
the excess pressure governor. When the automatic brake 
valve handle is in lap position, it cuts the low pressure 
governor out, so any variation from the standard pres- 
sure of the road will be caused by the excess pressure 
top, with the brake valve handle in lap position. 

Testing Safety Valve. — When testing the safety 
valve, make an emergency application, and leave the 
automatic brake valve handle in emergency position, and 
observe to what pressure the brake cylinder rises before 
the safety valve opens. The safety valve should be ad- 
justed at 68 pounds and it should not be allowed to rise 
to over 70 pounds. Note that the safety valve cap is 
screwed down tight and that all openings in the valve 
body are free from dirt and open. When wishing to test 
the pressure reducing valve of the independent brake 
valve, you should make a full independent brake appli- 
cation in quick application position, after which the 



74 

brake cylinder pressure should not be over 45 pounds 
and this should be obtained in two or three seconds, 
and in slow application position it should take five to 
seven seconds to obtain 45 pounds pressure in the brake 
cylinders. 

Testing" for Brake Cylinder Leakage.— Brake 

cylinder leakage is easily tested for with this equipment 
in the following way, — count the number of strokes the 
pump makes in a given time, then apply the brake with 
the independent brake valve, and after the pump has 
restored the main reservoir pressure again count the 
number of strokes the pump makes in the same period 
of time, and the difference in the number of strokes will 
be a measure for the total leakage of all the brake cylin- 
ders on the locomotive. To tell how much or which 
cylinder is leaking the most, after finding the total leak- 
age as above and Avith the brakes still set, cut out the 
different brake cylinders one at a time counting the 
strokes of the pump for each cylinder cut out, and after 
cutting out the truck, driver and tender cylinders and 
counting the pump strokes for each the difference in the 
number of strokes Avill show the amount of leakage in 
each cylinder. 

Testing Signal Whistle. — All pipe joints and stop 
cocks should be examined for leakage, and if there is any 
it should be stopped. The test of the stop cocks in the 
end of the signal pipe should be carefully tested for 
leaks as this is the leakage that generally causes the 
whistle to blow on a light or lone engine. After making 
the signal line tight, should the whistle blow after mak- 
ing an independent application of the brakes, it is 
caused by dirt on the non-return check valve in the com- 
bined check and strainer, or by a leaky condition of the 
valve, or by the pressure reducing valve allowing the 
signal line pressure to run up above 45 pounds; there 
should be a leak made in the signal line and the amount 
of fluctuation of the reducing valve noted. This fluctua- 
tion should not be more than 2 pounds. For this test an 



i 



75 

inspector's dummy coupling and test gauge should be 
used by being coupled to signal hose at rear of tender. 
Having given a very complete and plain explanation 
of the No. 6 E T equipment, I will now add a list of ques- 
tions and answers that are being used on many railroads 
as examination questions and may assist my readers 
some in studying the E-T equipment. 



76 



EXAMINATION 

QUESTIONS AND ANSWERS ON THE E T EQUIP- 
MENT. 

Q. — 1. What does "E-T" signify with this equip- 
ment '? 
A 



Q 

taken 

A 

Q 

ment ? 

A 

on the 
tender 

Q 

A 



It stands for Engine and Tender. 

— 2. With this equipment from where is the air 
that enters the brake cylinder? 

— From the main drum. 

— 3. What is the principal object of this equip- 

— To enable the engineman to release the brakes 
train and hold them applied on the engine and 



. How is this accomplished? 

, — By moving the handle of the automatic brake 
valve to release position, then, after a reasonable length 
of time bring it back to holding position, which holds the 
driver and tender brakes applied. 

Q. — 5. How is the driver brake released with the 
automatic brake valve ? 

A. — By moving the handle to running position. 

Q. — 6. In order to accomplish this result, where 
should the handle of the independent brake valve be ? 

A. — In running position. 

Q. — 7. How many positions are there on the auto- 
matic brake valve ? 

A.— Six. 

Q. — 8. Name them. 

A. — Release, running, holding, lap, service and emer- 
gency. 

Q. — 9. What is the difference between running and 
holding positions? 



i 



77 

A. — In running position there is a communication 
between the application chamber and the atmosphere. In 
holding there is none. 

Q. — 10. What governs the train line pressure in 
running position? 

A. — The slide valve feed valve attachment or what 
is know^n as the reducing valve. 

Q. — 11. What governs the train line pressure in 
holding position ? 

A. — The same valve. 

Q. — 12. How is an independent release accom- 
plished with this equipment? 

A. — By moving the handle of the independent valve 
to release position and holding it there until the brakes, 
are released. 

Q. — 13. Name some of the causes where this inde- 
pendent release would be required. 

A. — In case the tires were getting too hot either in 
double-heading or alone. W^here wheels Avere sliding or 
in case you wanted to use your train brake alternately 
with your engine brakes. 

Q. — 14. After the brakes are released in this man- 
ner, can they be re-applied without disturbing the train 
brakes ? 

A. — Yes; by removing the independent brake valve 
to service position. 

Q. — 15. How many positions to the independent 
brake valve ? 

A. — There are four. 

Q. — 16. Name them. 

A. — Release, service, lap and running. 

Q. — 17. With a service application with the inde- 
pendent brake valve, where does the pressure come from 
that enters the application chamber? 

A. — It comes from the main drum through the re- 
ducing valve. 



78 

Q. — 18. To what pressure is this reducing valve 
supposed to be adjusted? 

A. — At 45 pounds. 

Q. — 19. What determines the pressure we get in 
the brake cylinder ? 

A. — The pressure we build up in the application 
chamber. 

Q. — 20. What determines the pressure we get in 
the application chamber with a full service application 
Avith the automatic brake valve? 

A. — The pressure carried in the pressure chamber. 

Q. — 21. Wliat pressure is usually carried in the 
pressure chamber? 

A. — Brake pipe pressure. 

Q. — 22. With a full service application with the 
automatic brake valve from a 70 pound train line pres- 
sure, how much pressure will we get in the application 
chamber ? 

A. — 50 pounds to the square inch. 

Q. — 23. How much of a reduction in the pressure is 
necessary in order to allow these two vessels to equalize? 

A. — A 20-pound reduction. 

Q. — 24. What pressure is carried in the applica- 
tion chamber running along ? 

A. — Atmospheric pressure. 

Q. — 25. What in the pressure chamber? 

A. — 70 pounds. 

Q. — 26. Through what port is the pressure cham- 
ber fed in the release position from the brake pipe? 

A. — The feed port in the equalizing piston. 

Q. — 27. What set of valves are responsible for the 
pressure delivered to the application chamber during an 
automatic application of the brakes? 

A. — The equalizing valve.::. 



79 

Q. — 28. How much pressure are we supposed to 
get into the application chamber during an emergency 
application of the brakes? 

A. — 60 pounds to the square inch. 

Q. — 29. Where does the extra pressure come from 
during an emergency ? 

A. — From the small drum connected to the brake 
valve. 

Q. — 30. Explain how it is delivered to the appli- 
cation chamber during an emergency. 

A. — There is a crooked cavity in the seat of the 
rotary valve which during the emergency position con- 
nects the equalizing drum with a port which leads to the 
application chamber. 

Q. — 31. Nam.e the inner movable parts of the auto- 
matic brake valve. 

A. — The equalizing piston and the rotary valve. 

Q. — 32. What ports are open in release positions 
to main drum pressure. 

A. — The main supply port to the tram line, the 
warning port, the equalizing port which leads to the 
small drum, the small port through which the main drum 
pressure passes to the lower head of the pump governor. 

Q. — 33. What ports are open to main drum pres- 
sure in running position? 

A. — The small port which leads to the lower head 
of the pump governor. 

Q. — 34. What ports are open to main drum pres- 
sure in holding position ? 

A. — The same port that is open in running position. 

Q. — 35. Then what pressure is carried in the small 
pipe which leads from below the diaphragm to the lower 
head of the governor to the automatic brake valve, in 
release, running or holding position? 

A. — Main drum pressure. 



80 

Q. — 36. How much pressure is carried in the pipe 
which leads from the automatic brake valve to the re- 
ducing valve? 

A. — 70 pounds, or train line pressure. 

Q. — 37. Then Avhat air pressure is contained in the 
spring box of the low governor above the diaphragms? 

A. — 70 pounds, or train line pressure. 

Q. — 38. Then if there is main drum pressure below 
the diaphragms and only 70 pounds above the diaphragms 
in release, running and holding positions, why is it the 
governor don 't throttle the pump ? 

A. — Because we have in addition to the air pressure 
above the diaphragm a 20- pounds excess pressure spring. 

Q. — 39. What is supposed to be the tension of this 
spring in order to acquire the standard pressure? 

A. — 20 pounds. 

Q. — 40. Explain how you would adjust the excess 
pressure spring, should you ever have occasion to. 

A. — Cut out your l:;rake valve pump up about 20 
pounds in the main drum and throttle the pump ; place 
your automatic brake valve in running position ; remove 
the cap nut from the governor; screw the adjusting 
spring in the governor until the tension of the spring is 
equal to the pressure in the main drum. AVhenever the 
main drum pressure overcomes the tension of the spring 
it will be compressed and the pin valve will l)e lifted and 
port "C" will be open to the atmosphere; then with 
your finger you can feel the escape of air. 

Q.^^1. How many pipe connections are there to 
the distributing valve ? 

A. — There are five. 

Q. — 42. Name them. 

A. — The main drum pipe, double heading pipe, the 
application chamber pipe, the train liu^ pipe and the 
brake cylinder pipe. 

Q. — 43. Which one of these pipes will leak a driver 
brake off during an independent application, Init will nrt 
during an automatic application ? 



81 

A. — The double heading pipe. 

Q. — 44. What would be the result with a leaky ap- 
plication chamber pipe? 

A. — The driver brake would leak off. 

Q. — 45. Would the driver brake leak off from leaks 
in the pipe leading to the brake cylinder, or from leaky 
packing leathers f 

A. — No, they could not. 

Q. — 46. Explain how it is possible to retain the 
driver brake cylinder pressure when there are leaks in 
the packing leathers or pipes leading to the cylinder. 

A. — This is accomplished by means of the applica- 
tion valve. During brake application the application 
piston is balanced between two pressures, brake cylinder 
on one side, application chamber pressure on the other 
side. In case the brake cylinder pressure leaks away the 
piston moves toward the leak. Similar to a triple when 
we bleed the auxiliary, but as the piston moves toward 
the leak it cariiies a slide valve along with it, which opens 
up a passage from the main drum to the brake cylinder, 
which supplies the leak. 

Q. — 47. Then is there anything to notify us when 
these leaks are existing? 

A. — Yes; the speed of the pump. 

Q. — 48. What is the use of the graduating spring? 

A. — In order to make the application piston more 
sensitive. 

Q. — 49. What causes the application piston to lap 
or cut off main drum supply ? 

A. — The graduating spring and the pressure build- 
ing up in the brake cylinder. As they become nearly 
equal the spring reacts and assists in moving the piston 
to lap position. 

Q. — 50. W^hat would be the result if the graduat- 
ing spring was broken? 



82 

A. — Possibly we would never know it. The triple 
piston would be less sensitive, but the brake cylinder 
would possibly lap the valve. 

Q. — 51. IIovs^ much pressure would we get in the 
driver brake cylinder in case the train separates? 

A. — Xone, unles3 we lapped one of the brake valves. 

Q. — 52. If this is the case, what is one's duty in 
ease of a bursted hose or parted train? 

A. — Close the throttle and get rid of the steam in 
the cylinders to prevent any further trouble. 

Q.^ — 53. What pressure is carried on top of the ap- 
plication valve at all times? 

A. — ^^lain drum pressure. 

Q. — 54. How is the pressure taken from the ap- 
plication chamber when we release? 

A. — Through the brake valve exhaust. 

Q. — 55. How IS the pressure taken out of the brake 
cylinder when we release the brakes ? 

A. — Through the distributing valve exhaust. 

Q. — 56. What leaks will cause the driver brake to 
creep on while either one of the brake valves are on lap 1 

A. — Leaks under the equalizing slide valve or either 
of the rotary valves. 

Q. — 57. How can you tell whether the leak is in the 
equalizing slide valve or the brake valve? 

A. — By disconnecting the application chamber pipe. 
If the air blows from the pipe leading to the application 
chamber the leak is in the equalizing slide valve. If it 
blows from the pipe leading to the brake valves the leak 
is in the rotary valve. 

Q. — 58. Then how would you tell which brake 
valve is defective? 

A. — If by lapping the independent brake valve the 
blow stops, the trouble is in the automatic valve. 

Q. — 59. If you should break main drum pipe to 
low pressure governor, what would you do? 



83 

A. — ^Would plug the pipe and throttle the pump by 
hand. 

Q. — 60. If you should break sHde valve feed Valve 
pressure pipe to. low pressure governor, what would 
you do? 

A. — Plug both pipes to low pressure governor and 
throttle the pump. 

Q. — 61. If you should break feed valve pipe to the 
automatic brake valve, what would you do? 

A. — Plug the pipe and carry the automatic brake 
valve in full release position. 

Q. — 62. If you should break exhaust pipe from au- 
tomatic brake valve to independent brake valve, what 
would you do ? 

A. — I could set the brake with automatic brake valve 
by placing independent valve on lap, but could not re- 
lease it with automatic valve while the independent was 
on lap, but could release by moving the indepeadent valve 
to running position and exhaust through the independ- 
ent brake valve. 

Q. — 63. If feed pipe broke off between reducing 
valve and independent brake valve, what would you do ? 

A. — It depends on where it broke. If it broke at the 
reducing valve I would put a blind gasket in the union 
in the pipe and slack up on the nut on the regulating 
sprinig of the reducing valve ; or if the pipe broke at the 
independent brake valve I would plug the valve and put 
in a gasket at the union and not touch the reducing valve 
and plug the exhaust port of the brake valve, or I could 
lap the valve and not plug the exhaust, but release the 
brakes on the engine with the independent valve. 

Q. — 64. If the application chamber pipe should 
break, what could you do? 

A. — Would plug the broken pipe and set the brake 
with the automatic valve and release through the double 
heading pipe by disconnecting it. In a case of this kind 
care should be taken when releasing the brakes, as the 
retaining feature on the engine is destroyed. 



84 

Q. — 65. In case of a broken branch pipe from brake 
pipe to pressure chamber, what could be done. 

A. — Cut out the brake and plug broken pipe and take 
off the cap of the automatic slide valve and push the valve 
ahead and block between piston and cap and cut the brake 
in and operate with the independent brake. 

Q. — 66. In case of a broken double heading pipe 
between cut-out cock in brake pipe and application cham- 
ber, what should be done? 

A. — Would plug the pipe or put a blind gasket in if 
there was a union ; ;and if double heading and was the 
second engine, would remove gasket. 

Q. — 67. If double heading pipe between cut-out 
cock and automatic brake valve should break, what would 
you do? 

A. — It would not be necessary to do anything, as 
there is no air in this pipe only when double heading. 

Q. — 68. With a broken main reservoir pipe between 
automatic brake valve and branch pipe where it leads 
to the slide valve feed valve governor, what would you 
do? 

A. — Plug the pipe or put in blind gasket and set the 
slide valve feed valve governor at 90 pounds and work 
the brake on engine or 5 or 6 car passenger train. 

Q. — 69. — If double heading pipe was leaking be- 
tween application chamber and cut-out cock in brake pipe, 
what would be the effect? 

A. — It would have a serious effect. When placing 
the automatic brake valve in holdinig position, the brake 
would release on the engine and is liable to break the 
train in two. In this case, would place the independent 
valve in full application position before releasing the 
brakes on the train. Would also plug the double head- 
ing pipe. 

O. — 70. If brake pipe should break off between au- 
tomatic brake valve and front end of engine, how could 
you fix it and still use brake on the engine? 

A. — If it broke between automatic brake valve and 
branch pipe from brake pipe, would plug the pii>e and 



. 85 

do the same as I did In question 69. But if it broke be- 
tween branch pipe and front end of engine, would plug 
the pipe and go on. 

Q. — 71. In double heading the engineer on the head 
engine sets the brakes ; he could not release them on the 
second engine. What would the trouble be and what 
would you do when on short time and still have the use 
of your engine brake? 

A. — The cause of the trouble is the stoppage of port 
"U" in the automatic brake valve, as the port is not used 
much and is liable to stop up. In a case of this kind I 
would disconnect the double heading pipe, or I could re- 
lease through the independent brake valve. 

Q. — 72. In releasing the brakes off the train they 
would not release off the engine. I had to hold the in- 
dependent brake valve in full release position. I made 
an emergency application of the brakes and the brake re- 
leased on the engine. What was the trouble? 

A. — Some dirt had got under the automatic slide 
valves and held it off its seat and allowed main reser- 
voir pressure from port ''N'' to flow into application 
chamber and set the brakes. 

Q. — 73. In switching with the E. T. brake you 
could not set the brake with the automatic valve, but 
could set it with the independent valve. Where would 
the trouble be? 

A. — The trouble was you did not give the pressure 
chamiber time to recharge. In making so many emergen- 
cy applications it reduced the pressure in the pressure 
chamber so much below the brake pipe pressure that you 
could not set the brake. Also other troubles may arise, 
such as feed port over top of piston partly stopped up, or 
•sticky piston, or badly worn piston ring, would cause 
the break to set and release hard. 

Q. — 74. When coupling up to empty cars with auto- 
matic valve in runninig position and the pump works 
very slow, what would be the trouble ? 

A. — The trouble is that the brake pipe pressure is re- 
duced below main reservoir pressure above the diaphragm 



86 

in low pressure governor and main reservoir pressure 
below the diaphagm holds the pin valve off its seat and 
chokes the pump down by throwing the valve in full re- 
lease. As soon as the pressures are about equalized the 
pump will start to work. The automatic brake valve 
should be placed in full release when picking up cars 
or releasing the brakes. 

Q. — 75. If pump is in good shape and low pressure 
governor is in good shape and pump should be choked 
down so it would not supply air enough, what would be 
the trouble? 

A. — The trouble is caused by the regulating valve in 
the slide valve feed valve governor being gummed up 
with dirt and partly closed, or the feed valve is stuck 
shut and reduces brake pipe pressure on top of the dia- 
phragm in low pressure governor and allows main reser- 
voir pressure to keep pin valve off its seat and allows the 
air pressure to hold the steam valve to its seat, or strainer 
is stopped up in pipe that leads to top of low pressure 
governor. 

Q. — 76. Should the regulating valve in the slide 
valve feed valve governor stick open, what would be the 
effect? 

A. — It would allow main reservoir pressure in brake 
pipe. 

Q. — 77. If port ''F'" was stopped up in slide valve 
feed valve governor piston, what would be the effect? 

A. — It would allow main reservoir pressure in brake 
pipe. 

Q. — 78. Is the slide valve feed valve piston made 
an air tight fit in the cylinder ? 

A. — Yes, and in the latest style governor there is a 
port through the web of the piston. 

Q. — 79. If the spring is broken or too weak to 
move the supply valve piston, what would be the effect ? 

A. — You would have main reservoir pressure in the 
brake pipe. 

Q.— 80. If the air leakked out of thamber "C at 
the joint of the cap nut as fast as it passed from chamber 



87 

''B'' into chamber ''G/' how would It effect the operation 
of the feed valve? 

A. — The supply valve will remain open and you will 
have main reservoir pressure in the brake pipe. 

O. — 81. If the slide valve feed valve governor on 
the E. T. equipment would not give brake pipe pressure 
enough to handle the train and you could not repairt it 
on the road, what would you. do ? 

A. — L would take the independent slide valve feed 
valve governor and put it in place of the brake pipe gov- 
ernor, and put the brake pipe governor on the independ- 
ent. I then would be likely to get enough air to operate 
the air whistle. 

Q. — 82. If the automatic brake valve would set the 
brake on the train and would not set it on the engine, 
what would be the trouble ? 

A. — I would look for a leak in the application cham- 
ber pipe or the exhaust pipe, and if I found no leaks there, 
would think that the automatic slide valve piston was 
stuck or the feed port around the top of piston was 
stopped up and did not allow air to feed into pressure 
chamber. If the engine brake would set with the inde- 
pendent brake valve, would say the trouble was in the 
automatic brake valve. 

Q. — 8'3. If by mistake the application chamber pipe 
was connected to the double heading pipe and the double 
heading pipe to the application chamber, how would it 
effect the application of the brake ? 

A. — The brake can be applied and released with the 
automiatic valve, and can be applied and released with the 
independent valve, but an automatic application cannot 
be released with the independent brake valve. 

Q. — 84. Should there be a steady blow out of the 
exhaust port of the independent slide valve when the 
brake is applied, what is the trouble? . 

A. — It indicates a leaky exhaust valve. 

O. — 85. If brake pipe shows main reservoir pres- 
sure and no leak in the slide valve feed valve governor 



8R 

and no leak in the rotary valves, where would the trou- 
ble be? 

A. — Would look for the trouble in the diaphragm in 
the low pressure governor. The diaphragm has main 
drum pressure under it and brake pipe pressure on top of 
it, and if the ■ diaphragm leaked main drum pressure 
would pass up through pipe on top of governor into brake 
pipe. 

Q. — 86. — When applying the brakes with automatic 
braek valve, the brakes would set and release almost im- 
-mediately with all pipes tight. What would be the trou- 
ble? 

A. — The gasket in the driver brake cylinder head 
is leaking badly. 

Q. — 87. — In making a service application of the 
brake the brake would leak off, but with an emergency 
application it would stay on. What is the trouble? 

A. — The application chamlber or pipe is leaking. 

Q. — 88. In making a service application of 25 
pounds with the automatic brake valve, I noticed when I 
drew down the driving brake pressure 10 or 15 pounds 
it fed right back up again. What caused this trouble? 

A. — The cause is, I reduced the brake pipe pressure 
below the equalization point and in so doing allowed the 
slide valve to come back into emergency position and al- 
lowed main drum pressure to flow through ports ''N*' and 
''M'' to the application chamber and build up the pressure 
again. 

Q. — 8'9. What causes the air whistle to blow when 
making an independent application of the brake on the 
lone engine? 

A. — The check valve is held off its seat with dirt and 
in making an application the air flowing into the appli- 
cation chamber from the signal line reduces the pressure 
in the signal line through the check valve and causes the 
whistle to blow. 

Q. — 90. Why would you plug the ex^haust port of 
the independent brake valce when breaking the feed pipe 
to the independent brake valve? 



89 

A. — Because when I made an automatic application 
of the brakes the air from the application chamber would 
pass up through the application chamber pipe under the 
rotary valve of the independent brake valve and raise it 
off its seat and out through the exhaust port, and re- 
lease the brakes on the engine. 

Q. — 91. When the automatic brake valve is on lap 
is all ports blanked? 

A. — No. Port ''U" is open and is used in double 
heading. 

Q. — 92. In descending a ten or twelve-mile hill, say 
100 to 120 feet to the mile, with a heavy train, with the 
E. T. equipment, your air pump stopped and there was 
nothing wrong with it and you was losing your air. What 
was the trouble and what would you do in a case of this 
kind so you would still have air to handle your train with. 

A. — The trouble would be in the slide valve feed 
valve governor regulating valve. It is gummed up with 
dirt and closed and cuts brake pipe pressure off from the 
top head of the low pressure governor and main drum 
pressure under the piaphrage holds the valve off its seat 
and chokes the pump down in holding, running and release 
positions. I would lap my brake valve, then disconnect the 
small pipe that takes main drum, pressure from the auto- 
matic valve to the bottom of the low pressure governor 
and plug it or put in a blind gasket, and use the high 
pressure governor. 



\ 



90 



THE WESTINQHOUSE AIR BRAKE AND 

ITS APPLIANCES REDUCED TO 

QUESTIONS AND ANSWERS. 



Question — 1. Wha;t is the power used to operate 
an air brake? 

Answer. — Compressed air. 
Q. — 2. Does this include both the straight air brake 
and the automatic brake? 

A. — Yes. Both are brakes operated by compressed 
air. 

Q. — 3. How is the air corripressed for use in the 
brake system ? 

A. — By an air pump or compressor on the locomo- 
tive. 

Q. — i. How does it apply the brake ? 

A. — By being admitted to a 'brake cylinder and forc- 
ing a piston out, which, by means of its connecting rods 
and levers, pulls the brake shoes against the wheels. 

Q. — 5. How is the brake released? 

A. — By allowing the air in the cylinder to escape 
to the atmosphere. A spring then shoves the piston back 
and the brake shoes will leave the wheels. 

O. — 6. With the first, and simplest form of an air 
brake, commonly called ''straight air,'' where was the 
pressure stored or carried that was used to apply the 
brakes? 

A. — In the main reservoir on the engine. 

Q. — 7. To apply this form of brake where did the 
pressure go? 

A. — From the main drum through the brake valve 
into the train pipe, and from there directly into the brake 
cylinders. 

O. — 8. Why was such a brake unsatisfactory? 

A. — Because, on account of having a direct opening 
from the train pipe to the brake cylinder, any opening of 



91 

the train pipe to the atmosphere, such as a bursted hose, 
would cause the brakes to release owing to the pressure 
escaping; further, none of the train crew could operate 
it with the exception of the engine men. 

Q^ — 9. What is the other form of brake that super- 
seded the straight air brake ? 

A. — The automatic brake. 

Q. — 10. Why is it called an automatic brake? 

A. — Because if anything, no matter what, causes a 
reduction of pressure in the train pipe the brake will apply 
automatically. 

Q. — 11. Is main drum pressure ever used in apply- 
ing an automatic brake? 

A.— No. 

Q. — 12. What essential parts has the automatic 
brake on a car that the straight air brake has not? 

A. — An auxiliary reservoir and triple valve. 

Q. — 13. Where is the pressure that supplies the 
brake cylinder stored or carried with the automatic 
system ? 

A. — In the auxiliary reservoir under the car. 

Q. — 14. How does the auxiliary reservoir compare 
in 'size with the main drum ? 

A. — It is much smaller. 

Q. — 15. How is it possible to have the auxiliary 
reservoir so much smaller than the main drum and yet 
obtain the same brake force with the automatic as with 
the straight air brake ? 

A. — The auxiliary reservoir only supplies one brake 
cylinder with the automatic brake, while with the straight 
air the main reservoir supplied the pressure for all the 
brake cylinders in the train. 

Q. — 16. What has to be done to apply the straight 
air brake? 

A. — Admit the air from the main reservoir on the 
engine to the train pipe, filling it and the brake cylinders. 

O. — 17. What has to be done to apply the auto- 
matic brake? 

A. — Reduce, or withdraw, the train pipe pressurr. 



92 

which reduction causes the triple valve to move and ad- 
mit the pressure from the auxiliary reservoirs to the 
brake cylinders. 

THE MAIN DRUM. 

Q. — 18. From the pump where does the air go? 

A. — To the main drum. 

Q. — 19. Where is the main drum located? 

A. — Generally on the engine, though sometimes it is 
on the tender. 

Q. — 20. With the automatic brake what is the main 
drum pressure used for? 

A. — To release the brakes and recharge the auxiliary 
reservoirs. 

O. — 21. Where does the main drum pressure com- 
mence and where does it end ? 

A. — Commences at the pump and ends at the engin- 
eer's brake valve. 

Q.--.'}2. Does the size of the main drum materially 
aflfect the working of the brakes ? 

A. — Yes, to a very great extent. 

Q.— 23. How does it do this? 

A. — The larger the volume is, the greater will be the 
amount that must be withdrawn to cause the same reduc- 
tion in pounds pressure ; so that a large main drum can 
give up more of its volume to the cars without reducing 
any more in pounds than a small drum. It follows from 
this that a large drum could charge more cars than a 
small drum having the same initial pressure, or the large 
drum would charge the same number of cars to a higher 
pressure. 

Q. — 24. How large should the main drum be? 

A. — As large as practicable. Where there is not 
sufficient room for one large one, two small ones should 
be used. 

O. — 25. What is the smallest size of main drum 
permissible in freight service? 

A. — A capacity of 20,000 cubic inches. 



93 

Q. — 26. Why do freight -trains require a larger 
main drum than passenger trains? 

A. — They are so much longer that it requires more 
air to fill the train pipe and auxiliaries after an applica- 
tion. 

Q. — 27. How much main drum pressure should be 
carried? 

A. — Ninety pounds, ordinarily, though local condi- 
tions govern the amount. The size of the main drum, 
the length of the train and the conditions of service de- 
termine this. 

Q. — 28. Is there any other name for main drum 
pressure ? 

A. — Yes ; it is sometimes called excess pressure. 

Q. — 29. When is it called excess pressure. 

A. — When there is more pressure in the main drum 
than in the train pipe. 

Q. — 30. Where is excess pressure obtained. 

A. — With the brake valve in running position on 
lap or in the application positions. 

Q. — 31. Is it necessary to have excess pressure? 

A. — Yes ; to insure a prompt and certain release of 
brakes on trains of any considerable length. 

Q. — 32. When is it needed worst? 

A. — After an emergency application or the train 
breaking in two. 

Q. — 33. Is a very high excess pressure advisable? 

A. — No. On account of the liability of •over-heat- 
ing the pump and of injury to the older* form of pump 
governor where it is attached to train pipe«pressure. In 
this case the excess pressure would increase very mater- 
ially when the brakes were applied. 

Q. — 34. Why does the pump heat easier against a 
high excess pressure? 

A. — Because the higher the pressure the greater the 
degree of heat generated during compression. 

Q. — 35. What effect does water in the main drum 
have? 



94 

A. — It occupies space that should be filled by air and 
so doing reduces the air capacity of the drum. 

Q. — 36. How often should the drum be drained? 

A. — At the end of each trip. 

Q. — 37. Where does the water come from? 

A. — From the atmosphere. There is always more 
or less moisture contained in atmospheric air, and the 
water remaining in the drum is the drainage from all the 
air that passes through it. 

Q. — 38. Does leakage at the stuffing box aflfect the 
amount of water collected there? 

A. — But very little. Experiments having proven that 
the amount received through the stuffing box is very small 
indeed. 

THE TRIPLE VALVE. 

Q. — 39. From the main drum where does the air 
go? 

A. — To the engineer's brake valve and through that 
into the train pipe. 

Q. — 40. What is the train pipe connected to under 
the car? 

A. — The triple valve. 

Q. — 41. Why is it called a triple valve? 

A. — Because it does three things : charges the aux- 
iliary reservoir, applies and releases the brake. 

O. — i2. How many forms of triple valves are there 
in use. and what are they called ? 

A. — Two; the plain and quick-action triple valves. 

Q. — 43. Which was the first or simplest form? 

A. — The plain triple. 

Q. — 44. What are the working parts of a plain 
triple ? 

A. — A piston, a slide valve and a graduating valve. 

Q. — 45. What are the duties of the piston? 

A — To cover and uncover the feed port leading 
from the train pipe to the auxiliary reservoir and to move 
the slide and graduating valves. 



95 



Q. — 4,6. How does the air get from the triple valve 
to the auxihary reservoir? 

A. — It passes through a small groove or port un- 




> 

s 






2 



> 
< 

2 

< 

a: 
w 

> 

5 

Q 

;< 

O 
W 



covered by the piston when it is in the release position, 
thence through a large opening to the auxiliary reservoir. 

Q. — i7. What are the duties of the slide valve? 

A. — To cover and uncover the port leading from the 



96 



brake cylinder to the atmosphere, and in conjunction with 
the graduating valve to uncover the port leading from the 
auxiliary reservoir to the brake cylinder. 

Q. — 48. What actuates the piston? 

A. — The air pressure on either side of it. 



To Train Pipe 




FIG. 8. QUICK-ACTION TRIPLE VALVK. 

Q. — 49. What are these pressures and where? 

A. — The train pipe pressure on the plain side and the 
auxiliary reservoir pressure on the slide valve side of the 
piston. 

Q. — 50. How do they stand, comparatively speak- 
ing, when the car is charged up ? 

A. — Equal. 



97 

Q. — 51. Which pressure must be the greater in 
order to move the piston and sHde valve to a position 
for applying brakes? 

A. — The auxiliary reservoir pressure. 

Q. — 52. How is it made so? 

A. — By reducing the train pipe pressure. 

Q. — 53. How does reducing train pipe pressure do 
this? 

A. — As soon as a reduction is made in the train 
pipe below the auxiliary reservoir pressure, the latter be- 
ing the stronger, forces the piston in the direction of the 
weaker pressure. The piston in moving carries the grad- 
uating valve and the slide valve with it, first closing the 
feed port to the auxiliary, then causing the slide valve to 
cover the exhaust port; then continuing its movement 
the port from the auxiliary to the brake cylinder is un» 
covered. 

Q. — 54. By reducing train pipe pressure five pounds 
below auxiliary pressure, how much would be allow^ed to 
leave the auxiliary and go to the brake cylinder? 

A. — About five pounds. 

Q. — 55. What would prevent more from going to 
the brake cylinder? 

A. — As soon as the auxiliary pressure had reduced, 
by expanding into the brake cylinder, to a point equal to, 
or a fraction below, the train pipe pressure, this pressure 
being slightly stronger than that remaining in the aux- 
iliary, would force the piston back until it seated the 
graduating valve, thus closing the communication to the 
cylinder. 

Q. — 56. In doing this does it move the slide valve? 

A. — No ; only the graduating valve. 

Q. — 57. In order to obtain a greater pressure in the 
brake cylinder, what would have to be done ? 

A. — Reduce the train pipe pressure more. 

Q. — 58. Upon the second reduction of train pipe 
pressure, does the piston move the slide valve? 

A. — No; after the first reduction the slide valve re- 



98 

mains stationary until the brake is either fully applied 
or released. 

Q. — 59. When the brake is fully applied how do the 
pressures in the auxiliary and brake cylinder stand, com- 
paratively speaking? 

A. — Equal. 

Q. — 60. How much would it be necessary to reduce 
train pipe pressure to accompliish this? 

A. — From twenty to twenty-five pounds; not ex- 
ceeding the latter amount. 

Q. — 61. Why do we not gain in braking power af- 
ter a twenty-five pound reduction? 

A. — Because a direct communica.tion is established 
between the auxiliary reservoir and brake cylinder, and 
the pressures are equal. 

O. — 62. What must be done to release the brake? 

A. — The train pipe pressure must be made stronger 
than the remaining auxiliary pressure, that it may force 
the piston and slide valve to release position against that 
pressure. In so doing the communication between the 
auxiliary and brake cylinder is closed and the exhaust 
port from the cylinder to the atmosphere is open. 

O. — 63. How can the train pipe pressure be made 
the stronger? 

A. — By either admitting air from the main drum to 
the train pipe or decreasing the auxiliary reservoir pres- 
sure by the release valve. 

Q. — 64. What position must the triple valve be in 
to recharge the auxiliary reservoir — a position for ap- 
plying or releasing 'brakes ? 

A. — For releasing brakes. 

Q. — 65. Is it possible to operate the plain and 
quick-action triple valve together and have them work in 
harmony with each other? 

A.— Yes. 

Q. — 66. How would it be necessary to operate the 
brakes to accomplish this? 

A. — Apply them gradually. 

Q. — 67. Why is it that when the brakes are applied 



99 

gradually these two forms of triple valves will do the 
same work? 

A. — The same parts only in either form of triple 
operate. 

Q.— 68. What are these parts ? 

A. — The piston, the slide and graduating valves. 

Q. — 69. Have these two forms of triple valve these 
same parts in common ? 

A.— Yes. 

Q. — 70. If these two triple valves have the same 
parts and operate the same when applied gradually, how 
does the latter form obtain the name of quick-action? 

A. — By applying the brakes considerably quicker 
when applied in the emergency than the plain triple valve 
could. It also applies them^ with increased force. 

Q. — 71. Does it obtain a greater pressure in the 
brake cylinder with the same initial pressure in the aux- 
iliary reservoir? 

A.— Yes. 

Q. — 72. How is this accomplished? 

A. — The quick-action triple valve has a series of 
supplementary valves which the plain triple valve has not, 
which, when thrown into operation, admit a portion of 
the train pipe pressure to the brake cylinder while at the 
same time the slide valve permits a large volume of aux- 
iliary pressure to flow to the cyHnder. It is the extra 
pressure obtained from the train pipe that increases the 
brake cylinder pressure. 

Q. — 73. How are these valves thrown into opera- 
tion by an emergency application when they are not so 
operated by gradual application? 

A. — ^A quick reduction in the train pipe pressure 
causes the piston to travel the full length of its cylinder, 
thereby bringing the removed corner of the slide valve 
over a port which permits the auxiliary reservoir pressure 
to pass down on top of the emergency piston forcing it 
downward, which piston unseats the emergency valve, 
thereby forming a direct opening to the brake cylinder 
from above the emergency check valve. There being 



100 

practically no pressure in t'ne cylinder and a comparative- 
ly high pressure in the train pipe the latter pressure will 
unseat the check valve and pass into the cylinder until the 
cylinder pressure is about equal to the pressure remain- 
ing in the train pipe; the check valve would then seat 
itself. At the same time that this m.ovement is made, 
another but much smaller port is opened by the slide 
valve, leading directly from the auxiliary to the cylinder, 
thus admitting auxiliary reservoir pressure to the cyl- 
inder. 

Q. — 74. Would this brake, applied in quick action, 
be any harder to release than a brake applied by a plain 
triple in the emergency? 

A. — Yes ; having a higher brake cylinder pressure, it 
must also have a higher auxiliary reservoir pressure; that 
being the pressure to overcome in releasing brakes it 
would necessarily require more pressure to release it. 

Q. — 75. How quick a reduction must be made to 
get the quick-action application? 

A. — Quicker than the graduating valve can accom- 
modate. That is, train pipe pressure must be reduced 
faster than the graduating valve can reduce the auxiliary 
reservoir pressure. As long as the reduction of the train 
pipe pressure is only as fast as the graduating valve can 
reduce the auxiliary pressure the gradual or service ap- 
plication is all that can be obtained. If the reduction of 
train pipe pressure is made enough faster to allow the 
auxiliary pressure to overcome the graduating spring 
quick-action will follow. 

Q. — 76. In a quick-action application which pres- 
sure reaches the brake cylinder first, train pipe or aux- 
iliary pressure? 

A. — The train pipe pressure reaches the cylinder first 
in any considerable volume. The ports from the train 
pipe and auxiliary are both opened about the same time, 
but on account of the port from the auxiliary being so 
small, and the port from the train pipe so large, there 
is practically no auxiliary pressure going to the brake cyl- 



101 

inder until the train pipe pressure has already gotter 
there. 

Q. — 77. Why would it not be better to increase the 
size of the port from the auxiliary to the cylinder? The 
object being to get the pressure into the cylinder quicker. 

A. — Because the train pipe pressure must not be 
obstructed in any way as it would be if auxiliary pres- 
sure reached the cylinder first. If it is so obstructed 
quick-action will fail and the train pipe pressure, instead 
of going to the brake cylinder, would go through the 
brake valve, or other opening, to the atmosphere. 

Q. — 78. Why is it necessary to have quick-action 
triple valves? 

A. — In order to get quick enough application on long 
trains to avoid shock and damage to the train, it js neces- 
sary to reduce the train pipe pressure as rapidly as pos- 
sible, the reduction of the train pipe pressure bemg the 
fundamental principle of the automatic brake. 

Q. — 79. How would such a shock be caused by a 
slower application? 

A. — The application being slower the slack would 
have a chance to run in, and the brakes being applied on 
the head end of the train while those on the rear end 
were not applied, the shock of the slack running in would 
be such as might break draft gear, shift loads, etc. The 
quick-action application avoids this by getting the brakes 
applied on the rear end before the slack has a chance to 
run in, thus lessening the shock. 

O. — 80. If three or four plain triple valves were 
placed at the head end of a train, could quick-action be 
obtained with quick-action triples on the rear end? 

A. — It is doubtful. The reduction might not be 
made sufficiently fast at the quick-action triples on ac- 
count of the long pipe intervening between them and 
the brake valve. 

Q. — 81. Are there any other conditions that could 
cause this same result? 

A. — Yes ; excessively crooked pipe work has been 
known to cause it. Quick-action triple valves cut out cr 



102 

with the quick-action feature iblocked would also do it. 

Q. — 82. If three or four cars were cut out in the 
middle of a train of quick-action triples, or if three or 
four plain triples were located there, could quick-action 
be obtained throughout the train ? 

A. — It is probable that it would be on all cars except 
those cut out or equipped with plain triples, on those of 
course, it would not. 

Q. — 83. Under these circumstances would the train 
break in two when the rear brakes were applied in quick- 
action ? 

A. — No. When quick action ensues, or is obtained 
on the rear portion, slack does not get a chance to run in, 
as would be expected, and the application, as far as shock 
to the train is concerned, would be almost the same as 
if quick-action has resulted on the entire train. 

O. — 84. Can quick action 'be obtained by going to 
the emergency position after a partial service applica- 
tion? 

A. — It depends on the amount of reduction made ni 
service and the length of the piston travel. With light 
service reduction and standard travel, partial quick ac- 
tion could ibe obtained by going to the emergency posi- 
tion. With short travel or heavy reduction in service, 
quick action could not be obtained by afterward going 
to the emergency position. In neither case would the full 
quick-action brake cylinder pressure be obtained ; in the 
former case a gain would be made over the regular ser- 
vice application, but in the latter case full service only 
would be obtained. This, however, would be obtained 
quicker than if the service application was used. 

Q. — 85. It has been determined that to recharge an 
auxiliary reservoir the triple valve must be in release 
position ; is it possible to charge an auxiliary without 
entirely releasing the brake. 

A. — Yes ; by the use of the pressure retaining valve. 

PRESSURE RETAINING VALVE. 

O. — 86. What is the pressure retaining valve? 



103 

A. — A valve used to retain pressure in the brake 
cylinder while recharging the auxiliaries in descending 
grades. 

Q. — 87. How does it operate? 

A. — It is so constructed that it will retain a certain 
amount of pressure in the brake cylinder, while at the 
same time it does not interfere with the movement of 
the triple valve. In doing this it acts as a pop valve, or 
obstruction, on the exhaust, and Avill allow the pressure 
to escape from the cylinder slowly until the fixed amount 
is reached, when it closes the exhaust entirely. At this 
time the triple has moved to release and opened the feed 
groove to recharge the auxiliary. 

O. — 88. To what part of the brake apparatus is it 
attached to accomplish this? 

A. — To the exhaust port on the triple valve. 

Q. — 89. When operative how^ does the handle 
stand ? 

A. — Horizontally. 

Q. — 90. WTien should they be used and how? 

A. — In descending grades of any length or steep- 
ness, provided the engineer considers it necessary ; they 
should be turned up horizontal at the summit and left 
in that position until the foot of the grade is reached, 
or the en2:ineer whistles ''ofif brakes." 



^fe^ 



THE BRAKE VALVE 

Q. — 91. From the pump where does the air go? 

A. — To the main drum and thence through a sepa- 
rate line of pipe to the brake valve. 

Q. — 92. From the pump to the drum and back to 
th^ brake valve is all what pressure? 

A. — Main drum pressure. 

Q.- — 93. It passes through the brake valve into 
what? 

A. — The train pipe, and thence through the brake 
apparatus as described before. 

O. — 94. In what position of the brajce valve is there 



104 



a direct opening from the main drum to the train pipe? 
A. — In full release position. 

Q. — 95. In this position how would the main drum 
•and train pipe pressures stand, comparatively speaking? 
A. — Equal. 
Q. — 96. Is there any other position of the brake 




FIG. 4. 



ENGINEER'S BRAKE AND EQUALIZING DISCHARGE 
VALVE. D 8 MODEL. 



valve in which the pressure may pass from the main 
drum to the tram pipe? 

A. — Yes ; running position. 

Q. — 97. In that position has it a free passage or 
not with the Plate D 8 brake valve ? 



105 

A. — No; its passage is regulated by the excess 
pressure valve and spring. 

Q. — 98. What effect does this valve and spring 
have? 

A. — It prevents the pressure from passing into the 
train pipe in that position until an excess pressure of 
about twenty pounds is obtained in the main drum. 

Q. — 99. What is the excess pressure to be used for? 

A. — For recharging the train pipe quickly after an 
application thus effecting a prompt and certain release 
of the brakes. 

Q. — 100. What is the next position of the brake 
valve and what does it signify? 

A. — Lap position ; all ports closed. 

O.— 101. When is it used? 

A. — When holding the brakes on after an applica- 
tion ; when the train has parted or the conductor has 
applied the brakes and also when coupling to air-braked 
cars. 

Q. — 102. What is the next position and its us^? 

A. — Service stop ; and should be used for all ordinary 
stops. 

O. — 1X)3. It has been determined with the triple 
valve that to apply brakes train pipe pressure must be 
reduced; in this position does the engineer draw directly 
from the train pipe proper? 

A. — No; he draws directly from the equalizing 
reservoir or the chamber above the equalizing piston. 

O. — 104. How does this cause a reduction in train 
pipe pressure? 

A. — In either the running or full release position the 
chamber above the equalizing piston is charged equal to 
the train pipe ; on lap neither pressure is disturbed, so 
they remain equal ; in the service stop position the en- 
gineer reduces the pressures above the piston any amount 
he may desire, this leaving the train pipe pressure a cor- 
responding amount stronger, the piston is forced up, ua- 
seating a valve on the piston stem which allows the 
train pipe pressure to escaoe to the atmosphere until it 



106 

has reduced an equal amount to the equaHzing reservoir 
pressure or a fraction below it, when the piston will re- 
seat itself gradually, thereby gradually closing off the 
discharge. 

Q. — 105. What particular benefit is derived from 
this form of brake i?A': " 

A. — It permits the engineer to make light, uniform 
reductions throughout long trains sufficiently fast to 
cover aH ^eakage grooves, yet not fast enough to obtain 
quick action where that form of triple valve is used ; and 
automatically closes the discharge off gradually, thereby 
preventing the release of the head brakes of the train. 

Q. — 106. Upon a five-pound reduction in the pres- 
sure in the equalizing reservoir, or chamber above the 
piston, what amount would be permitted to escape from 
the train pipe? 

A. — A like amount of five pounds. 

Q. — 107. Would the blow, or escape of air from 
the train pipe exhaust be any longer wnth a long train 
than with a short one? The same reduction in pounds 
being made in each case. 

A. — Yes ; the volume of the long train pipe being sc 
much greater, it would require a larger volume of ail 
to escape to make the same reduction in pounds. As the 
air escapes through the same sized opening in each case* 
it would take longer for the greater volume to escape. 

O. — 108. What is the next position? 

A. — The emergency ; in this position a direct open- 
ing is made from the train pipe to the atmosphere. 

Q. — 109. When is this position to be used and how? 

A. — Only in case of emergency, and then the han- 
dle should be moved directly to that position and al- 
lowed to remain there until the train stops or the danger 
is passed. 

Q. — 110. Is the equalizing feature of the brake 
valve operated in the emergency position? 

A. — No. An opening from the train pipe to the at- 
mosphere that is as direct as possible, and large enough 



107 



to obtain quick action, is the only opening made in that 
position. 

Q. — 111. Heretofore the older form or Plate D 8 
brake valve has been considered; is there any operative 



Supply Port J 



To Pump, Governor 

and Gauge 

Red' Hand 

Jlaln Reservoir 

Pressure 




To Pump. Governor 

and Gnuge 

Red Hand 

M*in Reservoir 

Fressui 



E»b»u>i Pom ,J^3s:--. 



Tc Gauge Black Hand -Train Pip« Pressure 
To 5maU J^eservoir 




FIG. 5. IMPROVED ENGINEER'S BRAKE AND EQUALIZING 

DISC HARGE VALVE WITH FEED VALVE ATTACH 

MENTS. D 5 OR E 6 MODEL. 

difference between this form and the later one, or Plate 
E 6 form of valve? 

A. — Only in the running position. 

Q. — 112. What is the difference in that position? 

A. — Instead of obstructing the passage of air from 



108 

the main drum to the train pipe until the excess pressure 
is accumulated it permits a free passage until the maxi- 
mum train pipe pressure is reached, and then automati- 
cally cuts off the supply, allowing the pumip to compress 
the air in the main drum until the maximum is attained, 
then the pump governor will stop the pump. 

Q. — 113. How is this accomplished? 

A. — By the feed valve attachment, which in this 
position controls train pipe pressure, the pump governor 
being attached to and controlling drum pressure. 

Q. — 114. In the event of a leak in the train pipe 
what would be its operation? 

A. — The feed valve would automatically open and 
permit the main drum pressure to supply the leak. 

Q. — 115. Does the feed valve operate in the full 
release position? 

A. — No; in that position there is a direct communi- 
cation from main reservoir to the train pipe the same 
as in the other forms of valves. 

Q. — 116. Is there any other noticeable difference? 

A. — Yes ; immediately after leaving the running po- 
sition in the direction of full release a warning port is 
uncovered which should attract attention to the fact that 
the handle is in the wrong position by the noise of the 
escaping air. 

Q. — 117. Sometimes a very noticeable flash occurs 
at the train pipe service exhaust when releasing brakes, 
as though the equalizing piston had raised. It is a notice- 
able fact that this never occurs with a long train, but 
only with the light engine or a few cars. What causes 
it? 

A. — When the valve handle is placed in full release 
position, the supply to the train pipe is much greater 
than that to the equalizing reservoir, thus charging the 
chamber under the equalizing piston faster than the 
chamber above it. This causes the piston to raise until 
the pressures equalize. Bringing the handle to runn'T-i^ 
position only aggravates the case, especially v.'itii the 
E 6 valve, as there one of the supply ports to the equahz- 



109 

ing reservoir is closed, while the supply to the train pipe 
is almost as large as in release. 

Q. — 118. It has been mentioned that the discharge 
from the train pipe exhaust was longer with a long train 
than with a short one, the same reduction in pounds be- 
ing made in each case. Does the equalizing piston raise 
any higher with a long train than it does with a short one? 

A. — The lift of this piston varies to a certain extent 
with the length of the train. On trains where the vol- 
ume of train pipe pressure is less than, or just equal to, 
the volume of equalizing pressure as compared to their 
respective openings to the atmosphere, the piston cannot 
raise its full lift on account of the rapid reduction of 
train pipe pressure under it. On trains where the vol- 
ume of train pipe pressure is greater than the volume of 
equalizing reservoir pressure, as compared to their re- 
spective openings to the atmosphere, the piston will be 
raised its full lift. 



THE AIR PUMP. 

THE WESTINGHOUSE 8=INCH AIR PUMP. 

Q. — 119. What end of the air pump is the power 
developed in to operate it? 

A. — The upper or steam cylinder end. 

0. — 120. What is the lower or air cylinder end for? 

A. — It performs the function of an air compressor. 

AIR COMPRESSOR PORTION, 8=INCH PUMP. 

Q. — ^121. How many operative parts are there in 
the air end of the pump, and what are they? 

A. — Five ; the air piston and four check valves, two 
of which are known as receiving valves and two as dis- 
charge valves. 

Q. — 122. What performs the duty of compressing 
the air? 

A. — The air piston. 

O. — 123. Explain how this is accomplished. 

A. — As the piston is moving up or down in the cyl- 



110 

inder, the air on one side of the piston is being com- 
pressed and deHvered out to the main reservoir, while 
the air from the atmosphere is flowing into the cylinder 
on the opposite side of the piston. 

Q. — 124. Trace the flow of air in and out of the 
air cylinder. 

A. — By referring to Fig.6 which is a front section 
view of an 8-inch pump, suppose the piston to be on the 
up stroke. The air above the piston would be com- 
pressed and forced out through passage P, under upper 
discharge valve 30 which would be raised ofif its seat and 
allow the air to pass through passage T into chamber S, 
and out to the main reservoir, while at the same time 
air from the atmosphere would pass through the lower 
air inlet, unseat the lower receiving valve 31, and pass 
through lower passage P into the lower part of cylinder, 
filling it with atmospheric pressure. 

O. — 125. Now tliat the piston is at the upper end 
of the cylinder what will take place as it starts down? 

A. — The upper discharge valve 30, and the lower re- 
ceiving valve 31, will drop to their seats due to gravity; 
the air in the cylinder below the piston will be com- 
pressed and delivered out through lower passage P, un- 
der the low^er discharge valve 30, which will be raised 
from its seat, and the air pass into chamber S and out 
through the pipe connection to the main reservoir. At- 
mospheric air is at the same time passing through the 
upper air inlet, unseating the upper receiving valve and 
passing through upper passage P to the cylinder. 

Q.— 12G. What is the lift of the air valve in the 8- 
inch pump? 

A. — The receiving valves have J/g-itich lift and the 
discharge valve 3-32-inch lift. 

Q. — 127. Why is it necessary to give the receiv- 
ing valve more lift than the discharge valve? 

A. — This is due to the construction of the pump. 
As all valves are on one side, it is necessary to remove 
the receiving valve through the seats of the discharge 



Ill 



vaives, which necessitate that they be smaller in diame- 
ter, therefore require greater lift. 



f^ROM BOILER- 

3 




TO MAIN. 
RESERVOV^ 
53 



AIR INLET 



PIG. 6. WESTINGHOUSE SINCH AIR PUMP. 



O. — 128. What is the diameter of the steam and 
air cylinders of the 8-inch pump? 



112 

A. — Steam cylinders, 8 inches. Air cylinders, 7^ 
inches. 

Q. — 1*29. What is the stroke of the. pistons in the 
8-inch pump? 

A. — 9 inches. 

0. — 130. What operates the air piston of the 
pump ? 

A. — The main piston in the steam end, which is di- 
rectly connected with the air piston by the m.ain piston 
rod 10. 

STEAM END, 8=INCH PUMP. 

Q. — 131. Give a general explanation of the steam 
part of the pump. 

A. — The steam portion of the pump is practically a 
small engine in which we have a steam cylinder, a main 
piston and valve gear, so arranged as to admit an ! ex- 
haust steam to the opposite sides of the steami piston. 

Q. — 132. How many operative parts are there in 
the steam end of the pump? Xame them. 

A. — Five ; the main steam piston 10, main valve 7, 
reversing valve 16, reversing rod IT, and reversing pis- 
ton 23. 

O. — 133. What is the dutv of the reversing valve 
piston 23. (Fig. 6.) 

A. — To assist the smaller main valve piston 7 in 
overcoming the pressure under the larger main valve 7 
when moving the main valve to the lower position. 

O. — 134. What is the duty of the reversing slide 
valve 16? 

A. — To admit and exhaust the steam to and from 
the top of the reversing piston. 

O. — loo. What is the dutv of the reversing valve 
rod f7? 

A. — To raise and lower the reversing slide valve 16. 

Q. — 136. What is the duty of the main valve pis- 
ton 7? 

A. — To admit and exhaust steam to and from the 
cylinder. 



R% 



113 

O. — 137. When the pump throttle is open, how 
does the steam pass through the pump? 

A. — Steam from the boiler enters at X, as shown in 
figure 6, and fills the main valve chamber M, passing 
through port H. In chamber M steam passes through 
suitable openings not shown in 'cut into the reversing 
valve chamber E, and as the reversing valve 16 is in the 
lower position as shown, steam will pass through port 
A to chamber D above the reversing piston 23. As the 
stem of the reversing piston is resting on top of the 
main valve 7 this valve is forced to its lower position, 
owing to the combined areas of reversing piston 23 and 
lower piston valve 7, both of which have boiler pressure 
upon them and which overcomes the pressure under the 
upper piston valve 7. With the main valve in its lower 
position the upper row of ports in the lower bushing 26 
are now open, permitting steam to pass into the steam 
cylinder, under steam piston 10, forcing it up. 

Q. — 138. When the piston reaches the upper end 
of the cylinder, what causes it to reverse? 

A. — ^Just as the main piston is reaching the upper 
end of its stroke the reversing valve plate 6 which is 
attached to the top of the steam piston, engages with 
the shoulder end on the reversing valve rod 17 raising 
it up, which in turn raises the reversing valve 16 to its 
upper position, when the cavity in the valve connects 
port B and C together, wdiich allows the steam above 
the reversing piston 23 to pass to the atmosphere through 
port B, reversing valve cavity and port C, which leads to 
the exhaust. The steam now being removed from above 
the reversing piston, boiler pressure which is always 
between the two main valve pistons, now forces the 
valve up, ownng to the upper piston being larger in di- 
auicter than the lower. This upper movement of the 
main valve causes it to open the lower row of ports in 
the upper bushing, which allows steam to pass into the 
upper end of the steam cylinder to drive the piston down, 
and ac the same time, the lower row of ports in the low- 
er bushing being opened, pressure from under the steam 



114 

pif.ton can now escape to the atmosphere through the ex- 
haust. 

Q. — 139. What pressure is always present on the 
two inner faces of the valve piston 7 ? 

A. — Steam pressure from the boiler when the throt- 
)tie is open. 

Q. — 140. What pressure is always present on the 
two outer ends of the main valve piston 7? 
A. — Exhaust or atmospheric pressure. 

WESTINGHOUSE STANDARD 9^=INCH AIR PUMP 

Q. — 141. What does Fig. 7 represent? 

A. — Front and side sectional views of the stand- 
ard, right hand 9^-inch pumip, in which the various parts 
are given designation numbers. 

Q. — 142. — Why is the pump called a right hand 
pump? 

A. — Because the steam pipe connection from the 
boiler is on the right hand side of the cylinder. 

Q. — 143. Are not all 9y2-inch pumps arranged in 
this v/ay? 

A. — No ; pumps are furnished with steam and ex- 
haust connections on each side of the cylinder, which 
are called right and left hand pumps. 

Q. — 144. What is the difiference between a *' right 
hand'' pump and a ''right and left hand'' pump? 

A, — The right hand pump has but one steam supply 
connection, which is on the right side of the cylinder, 
and a single exhaust connection, which is on the left 
side of the cylinder. The '' right and left hand " pumps, 
however, have a steam supply connection on each side 
of the cylinder. 

O.— 145. In piping up a pump, how can the steam 
supply connection be distinguished from the exhaust 
connection? 

A. — The steam supply connection is the lower one 

on either side, and is a smaller pipe connection than the 

exhaust. 

2 



115 

Q. — 146 What is the difference between the 9^4- 
inch pump and the 8-inch pump? 

A. — The 9^-inch pump is much larger, having a 
greater capacity, and the reversing valve gear in the 
steam end being much simpler. 

Q. — 147. Is there any difference in the air end of 
this pump from the 8-inch? 

A. — Yes ; the air valves are differently located, as 
will be seen by referring to the front view, Fig. 7. 
There is also a difference in the location of the air inlet. 

0. — 148. What side of the pump are the receiving 
valves located on? 

A. — 'On the left side, or the side the air inlet is on. 

Q. — 149. What side of the pump are the discharge 
valves located on? 

A. — On the right side or side the discharge pipe is 
on. 

O. — 150. Explain how the air passes through the 
air end of pump. 

A. — Referring to the front section, view Fig. 7, 
the small arrows show the course the air is taking 
through the pump. In this case the piston is on the up- 
stroke. Air in the cylinder above the piston is now being 
compressed and forced out through the upper passage r, 
under the upper discharge valve, unseating this valve 
and passing by it into chamber G and out through the 
discharge pipe connection to the main reservoir. At 
the same time atmospheric air is passing through the air 
inlet into chamber F, unseating the lower receiving 
valve and passing through lower passage m to the cylin- 
der. 

Q. — 151. What takes place on the down-stroke? 

A. — Air passes through the pump in a similar way, 
only in this case the lower discharge valve would be 
delivering the air and the upper receiving valve admit- 
ting air, as is shown in Fig. 6. 

Q. — 152. What is the lift of the air valve? 

A. — In the 9^2 -inch pump they are all the same size 
and have the same lift, which is 3-32 inch. 



116 



O^ — 153. Are the air valves interchangeable in the 
93/2-inch pump? 

A.— Yes. 

Q- — 154. How many operative parts are there in 
the air end of the 9>/2-inch pump. Name them. 



108 75 76 ^109^5 100 




FIG. 7. WESTIXGHOUSE 91^-INOH AIR 
PUMP, UPSTROKE. 



A. — Five ; the air piston 66, and four check valves 86. 

Q. — loo. What is the diameter of the steam and air 
cylinders of the O^^-inch pump? 

A. — Steam and air cylinders are of the same diam- 
eter, iH^-inches. 



Q. — 156. What is the stroke of the pistons in the 
9;^-inch pump? 

A. — Ten inches. 

AIR COMPRESSOR PORTION 9%=INCH PUMP. 

O. — 157. Name the operative parts of the steam 
end of the 9^-inch pump. 

A. — Main steam piston 59, main sHde valve 83, 
differential pistons and connecting rod (consisting of 
parts 76, 77 and 79), reversing slide valve 72, and revers- 
ing valve rod 71. 

O. — 158. What kind of a valve is used to admit 
and exhaust the steam to and from the cylinder? 

A. — A slide valve of the D type. 

Q. — 159. Where do the three ports b, c and d in 
the slide valve seat lead to as shown in Figs. 7 and 8? 

A. — Port b leads to the lower end of the steam 
cylinder and is the lower admission port; port c leads 
to the upper end of the steam cylinder and is the upper 
admission port; port d leads through the back of the 
steam cylinder and is the exhaust port. 

Q. — 160. What is the duty of the reversing valve 
rod 71 ? 

A. — To raise and lower the reversing slide valve 72. 

Q. — 161. What is the duty of the reversing slide 
valve ? 

A. — To admit and exhaust steam to and from cham- 
ber D on the right of main valve piston 77. 

O.— 162. What is the duty of the differential pis- 
tons 77, 79 and connecting rod 76? 

A. — To actuate or move the main slide valve 83 
over the ports in its seat. 

Q. — 163. What is the duty of the main slide 
valve 83 ? - 

A. — To admit and exhaust steam to and from the 
pump cylinder. 

Q. — 164. What is the duty of the steam piston 65 ? 

A. — To operate the air piston in the air cy!indei% 



118 

Q. — 165. In what direction is the piston moving in 
Fig. 7? 

A. — On the up-stroke, as is shown in the position 
of the main valve and flow of steam and air through the 
pump, as indicated by the small arrows. 

Q. — 166. What indicates the direction in which 
the piston is moving in Fig. 7? 

A. — The position of the main valve, which, it will 
be seen, is to the right within the lower admission port 
open. By following the direction of the small arrows, 
it will be seen that steam is passing from the main valve 
chamber through ports b, bl and b2 into the lower end 
of the cylinder. Exhaust steam from above the piston 
is passing to the atmosphere through ports c, cl, the 
cavity of the main slide valve and ports d and dl, which 
is the main exhaust passage. 

O. — 167. With the pump parts in the positions as 
shown in Fig. 7, what parts would contain boiler pressure 
if the throttle were opened? 

A. — Passage as in the back of the pump cylinder, 
main valve chamber A, reversing slide valve chamber C, 
and the ports b, bl, b2, and steam cylinder below the 
piston. 

O. — 168. How can the steam pass from the main 
valve chamber A to reversing valve chamber C? 

A. — Referring to Fig. 7 it will be seen that port e 
has these two chambers connected together. 

O. — 169. Is it understood then that these two 
chambers always contain the same steam pressure? 

A. — Yes ; they are always connected no matter what 
position the pump valves may be in. 

Q. — 170. What does Fig. 8 represent? 

A. — Front and side sectional views of the standard 
right and left hand 9j4-inch pump. 

O. — 171. What direction is the piston moving in 
Fig. 8 ? 

A. — On the down-stroke, as will be noted by the 
pofition of the main slide valve, which is to the left. 
By following the direction of the small arrows it will 



119 



be seen that steam is passing from the main valve cham- 
ber directly into the upper end of the cylinder through 
the upper admission port, which is open to the right of 
the main valve. Steam from below the piston is being 
exhausted through port b3, b2, through the cavity in the 
main valve which is thrown open to the atmosphere. 







^^^^ 



FIG. 8. WESTINOHOUSE 9.i^-lNCH AIR 
PUMP. DOWN STROKE. 

Q- — 172. With the pump piston on the up-stroke, 
explain how it will reverse and start down. 

A.— As the main piston nears the upper end of its 
stroke the reversing plate 69 strikes a shoulder j on the 
reversing valve rod 71, raising it up, which removes the 



120 

reversing slide valve 72 (Pig. B) to its upper position, 
opening port g, which connects the reversing valve cham- 
ber C with chamber D. Boiler pressure, Vv^hich is always 
in chamber C, now quickly equalizes with the chamber D, 
thereby balancing the pressures on both sides of the 
piston 77. Boiler pressure, acting on the inner face of 
the small piston 79, moves the differential piston to the 
left, moving the main slide valve until its cavity B con- 
nects lower admission port b, with exhaust port d and 
opens upper admission port c to chamber A, which 
allows steam to enter the cylinder and drive the piston 
down. 

Q. — 173. How could boiler pressure against the 
small piston 70 move it to the left? Is there no pressure 
in chamber E? 

A. — Chamber E contains no pressure, as port t and 
tl, in the main valve bushing, connects this chamber with 
the exhaust passage at all times. 

Q. — 174. When the piston G5 reaches the bottom 
of its stroke, how is its movement reversed? 

A. — Reversing plate G9 engages knob k on end of 
reversing valve rod 71, pulling it down. This moves 
the reversing slide valve until its cavity H connects the 
ports h and f in the seat. As port h leads to chamber 
D, back of piston 77, and port f leads to main exhaust 
port d, pressure in chamber D will immediately escape. 
Piston 77, having a greater area exposed to the pressure 
in chamber A than piston 79, it will be readily seen that 
they will move to the right, carrying the main valve in 
the same direction and reversing the pump. 

Q. — 175. What is the small port that leads to the 
chamber above the reversing valve rod in cap nut 7-1, as 
shown in figure 7 ? 

A. — This is to prevent pressure from accumulating 
above the reversing valve rod, which would prevent it 
from reversing properly. It is connected at all times 
with the upper end of the steam cylinder, therefore con- 
tains no pressure when the piston is on the up-stroke. 



121 

Q. — 176. Of what use are cocks 105, as shown in 
Fig. 7? 

A. — They are drain cocks and should be open ar, all 
times when the pump is not running, to prevent con- 
densation from accumulating in the steam cylinder and 
passages. 

Q. — 177. How should the air pump be started? 

A. — Slowly, to allow^ the condensation to escape 
from the steam cylinder and to accumulate sufficient 
pressure in the air cylinder to form a cushion for the 
piston. 

Q. — 178. How much air pressure is required to 
do this? 

A. — ^^About twer.ty-five or thirty pounds should be 
sufficient. 

Q. — 179. What else should be done at the same 
time that the steam throttle to the pump is open? 

A. — The lubricator should be started feeding freely 
at first, until the pump has received eight or ten drops 
of oil ; the feed should then be reduced to what may be 
considered proper. 

O. — 180. When should the air cylinder be oiled, 
and what kind of oil should be used? 

A. — The air cylinder should be lubricated with a 
small amount of oil at frequent intervals. Valve oil 
should be used, as it has a good body and will stand the 
temperature of the air cylinder. 

O. — 181. Should oil ever be introduced through 
the air inlets? 

A. — No; such oiling has a tendency to gum up the 
air valves and passages and does the cylinder very little 
if any good. 

Q. — 182. How tight should the pump be packed? 

A. — Just tight enough to prevent blowing. 

O. — 183. How should the pump be run in descend- 
ing grades? 

A. — With the pump throttle well open. 

Q. — 184. How should it be run at other times? 

A. — Fast enough to maintain the full pressure and 



122 

allow the pump governor to stop it once in a while, b?it it 
should not be run with a wide open throttle unless neces- 
sar}' to keep up the full pressure. 

Q. — 185. Should coal oil, or what is termed carbon 
oil or kerosene, ever be used to clean out or oil the pump? 

A. — Xo ; it is dangerous to use it if the pump is 
warm, and it does not clean it as thoroughly as other 
more suitable material. 

Q. — 186. What should be considered as the maxi- 
mum speed to run the pump? 

A. — Not to exceed a hundred and twenty single 
strokes per minute. 

Q. — 187. Why is a higher speed detrimeital? 

A. — It may not allov/ the cylinder to be fxilcd with 
air at each stroke, and would eventually cause the pump 
to run hot. 

Q. — 188. What benefit is a well oiled swab on the 
pump piston rod? 

A. — It keeps the piston rod packing lubricated, 
greatly prolonging the life of the same, as well as assist- 
ing in lubricating the cylinders. 

Q. — 189. From what point of the boiler should the 
pump receive its steam ? 

A. — From some high poini, where dry steam can 
be had. 

WESTINGHOUSE 11=INCH AIR PUMP. 

Q. — 190. What does Fig. 9 represent? 

A. — Front and side sectional views of the standard 
11-inch air pump. 

Q. — 191. In what respect does the 11-inch pump 
differ from the 9j/2-inch pump. 

A. — Principally in size, although a number of de- 
cided mechanical improvements have been made in the 
constructiton of this air pump. 

Q. — 192. In what respect does the operation of the 
11-inch pump differ from the 9^-inch pump? 

A. — There is no difference whatever, the same sim- 



123 



pie valve gear is used in the 11-inch pump that has been 
described in the 9J/^-inch air pump. 

Q. — 193. What is the lift of the air valves in the 
11-inch pump? 



108 




n 1^ T=n 



127 



FIG. 9. WESTINGHOUSE IMNCH AIR PUMP. 



A. — 3-32 of an inch, or the same as the 9 ^2-inch 
pump. 

Q, — 194. Are the air valves of the 11-inch pump 
interchangeable with the 93/^-inch pump valves? 

A. — No; while the valves in each pump have the 



124 

same lift, they are not interchangeable, as the ll-inch 
pump valves are larger in diarrieter. 

Q. — 195. What is the comparative efficiency of the 
11-inch pump and 95'2-inch pump? 

A. — Operating under similar conditions, the ll-inch 
pum.p is about 30 per cent, more efficient than the 9>4- 
inch pump. 

Q.—*196. What is the size of the ster-in and air 
cylinders of the ll-inch pump? 

A. — The steam and air cylinders are both 11 inches 
in diameter. 

p. — 197. What is the stroke of the piston in the 
ll-inch pump? 

A. — Twelve inches. 

Q. — 198. What points should be observed in refer- 
ence to the operation and care of the ll-inch pump? 

A. — The same general rules as apply to the 9 V2-inch 
pump should be followed in reference to the ll-inch 
pump. 

WESTINGHOUSE COMPOUND AIR PUMP. 

O. — 199. What is the Westinghouse compound 
pump? 

A. — A pump having tw^o stages of air compres- 
sion from the time air is taken into the pump until 
delivered to the main reservoir. 

O. — 200. Is the steam compounded as well? 
• A. — No ; the pump has a single steam cylinder simi- 
lar to the 9^-inch and ll-inch pumps, though much 
smaller in diameter. 

Q. — 201. What are its peculiarities or improvements 
as compared with the 9^-inch and ll-inch pumps? 

A. — It has a steam cylinder 8 inches in diameter 
and an air producing capacity equivalent to the ll-inch 
pump. 

Q. — 202. What is the difference between the 8-inch 
steam cylinder and valve gear of the compound pump 
and that of the standard 8-inch air pump? 

A. — The upper or steam cylinder of the competed 



125 



pump is intet-nally the same as the 8-inch standard 
pump, while the valve gear mechanism and pipe con- 




88 1^^112 



^3—112 99 



-112 99 
FIG. 10. WESTINGHOUSE COMPOUND AIR PUMP. 



M04 



nections correspond exactly with that of the special 9^^- 
inch pump. 

Q. — 203. Then the steam cylinder and top head are 
practically the same as the left hand O^/^-inch pump? 



126 

A.— Yes. 

Q. — 204. What is the arrangement of cylinders 
and aifterence between the air cylinders of the compound 
and the 9j^-inch and 11-inch pvimps? 

A. — By referring to Fig. 10 it will be seen that the 
Westinghouse compound pump consists of three cylin- 
ders, placed vertically in tandem, the two lower ones 
joined by a thin center piece 122 constitute the air end 
of the pump, and these are surmounted by a center piece 
62 and the steam cylinder. 

Q. — 205. How is the air compressed? 

A. — The upper and lower air cylinders 68 are of 
the same diameter, 11-inch and 12-inc^ stroke, each hav- 
ing a piston 66 and 119, respectively, connected to the 
piston rod 65, which is actuated by the steam piston. 
These two air pistons are further connected by a drum 
of smaller diameter than the inside diameter of the air 
cylinders, in such a manner that the two pistons and 
drum form a sort of spool. The center piece 122 fits 
closely about the spool and has packing rings 124 and 
125 to prevent the passage of air from one cylinder to 
the other past the surfaces of the drum. 

Q. — 206. How is the air drawn into the upper and 
lower cylinders and compounded? 

A. — On the down-stroke air is drawn through the 
upper air inlet on the left hand side of the cylinder. It 
passes through the air inlet 106, passage m, receiving 
valve 86, and passage ml to the lower pressure volume 
above piston 66. When the piston reaches the lower 
limit of its stroke and moves up this air is compressed 
until the upper discharge valve 86 (on the upper right 
hand side of the cylinder) is raised, then the air is forced 
through port rl, discharge valve 86, passage gl, receiv- 
ing valve 86 and port m2 to the annular cavity between 
the drum portion of piston 66 and the cylinder 63. Since 
this volume is much smaller than the lower pressure 
volume the air is being compressed during its passage 
to the high pressure volumes until, when the piston 
reaches the upper limit of its stroke, the air in the lower 



127 

pressure clearances, passages and Iiigh pressume volume 
has reached the inlerniediate pressure of approximately 
40 pounds. 

O. — 207. Foliowirig this movement of piston, what 
takes place? 

A. — During the down-stroke this intermediate air 
pressure is compressed until it raises the final discharge 
valve 86, when it passes through port v2 and the dis- 
charge valve to the *' air discharge '' orifice in the center 
piece^ 122, thence to the main reservoir. 

Q. — 208. When air is taken at the lower end of 
cyUnder 68 w^hat takes place? 

A.— This same operation occurs in the lower cylin- 
der when the piston goes in the opposite direction from 
that described above, and as corresponding passages are 
designated by the same letter the operation can be readily 
followed. 

O. — 209. How is the air cylinder kibricated? 

A. — The air cyHnder is lubricated by three oil cups 
98. The upper end receives its oil from that cup placed 
just to the left on the upper center piece. The piston 
drum receives its lubrication by the oil from the cup 
connecting with passage gl in the upper air cylinder and 
is drawm into the high pressure volume of the air as it 
goes from the low pressure to the high. The lower end 
of the air piston is lubricated by the oil cup situated on 
the left side of the lower center piece 122. 

Q. — 210. Why is the compound pump equal to the 
11-inch air pump in air compression capacity when pro- 
vided with an 8-inch steam cylinder? 

A. — -'This results from the compound feature of the 
air cylinders. When the pistons are moving upward air 
is being forced from the cylinder above piston 66 to the 
annular cavity between the drum portion of the piston 66 
and the cylinder 63, the air gradually increasing in 
pressure as the piston advances, reaching a pressure of 
about 40 pounds at the termination of the stroke. This 
pressure under piston 66 and above center piece 122 
exerts an upward force on the piston the same as does 



128 

the steam under piston 65, while at the same time the air 
under compression to the main reservoir is exerting only 
a resistance equal to the area of that portion of the upper 
side of piston 119 exposed to the air being compressed 
in the annular opening between the piston trunk or spool 
and the cylinder 63. 

Q. — 211. Does this result in economy? 

A. — Yes ; by compounding the air end a much 
smaller steam cylinder can be used to operate the pump, 
thus causing a marked economy in steam consumpdon. 

8-INCH, 9^=INCH AND 11=INCH PUMP TROUBLES AND 
THEIR CURES. 

O. — 212. When starting an air pump at first it 
sometimes half strokes, or, as it is sometimes termed, 
'' dances.'' What is the cause of this? 

A. — Under those circumstances, low pressure round 
the reversing slide valve, allowing it to reverse of 
its own weight. Too much oil passing through the steam 
cylinder, such as is the case after the lubricator has been 
syphoned empty. A bent reversing valve stem can also 
cause this. 

0. — 213. The engineer notices that the air pump 
begins to pound badly after pumping up a long train. 
What could be the trouble? 

A. — The pump may be dry ; appearances would indi- 
cate that to be the trouble, having run fast for a consid- 
erable time. It might also have worked the bolts loose 
that fasten the pump to its brackets. If the brackets 
were weak or loose on the boiler they would cause the 
same trouble. 

Q. — 214. Is there any other cause for the pump 
pounding? 

A. — Yes; too much lift of the air valves, or tight 
packing rings in the main valve and reversing piston, 
or loose nuts on the piston rod in the air cylinder. 

Q. — 215. If the air pump stops in service from an 
unknown cause, what might be the trouble, and what 
would be the easiest wav to try and start it again? 



129 

A, — The trouble may be loose nuts on the piston rod 
in the air cylinder, a broken reversing valve rod, one dis- 
engaged from the reversing plate, a loose reversing valve 
plate, or bad packing rings on the main valve-piston, or 
reversing piston in an 8-inch pump, or a dry pump. 
Close the air pump throttle and leave it closed for a short 
time, then open it quickly. The pump lubricator should 
be shut ofif before trying this, to avoid emptying it if an 
independent cup is used. 

Q. — 216. If that failed to start the pump, what 
other method might be tried? 

A. — Tapping lightly on the cap over the reversing 
cylinder. 

Q. — 217. Why not the one over the reversing 
valve? 

A. — First, because the trouble is probably not there. 
Second, it is liable to fracture the cap nut on account of 
the port running up almost to the top of it. 

Q. — 218. What should be the first thing to examine 
in a case of this kind? 

A. — The nuts on the piston rod in the air cylinder, 
which can be examined by removing the plug in the lower 
cylinder head. If the trouble is not found to exist at 
this point, the reversing valve rod should then be exam- 
ined by removing the reversing cap nut. 

Q. — 219. Should that fail to start the pump, what 
should be done? 

A. — The cap nut over the reversing piston in the 
8-inch pump should be removed, and the reversing piston 
taken out and examined. If one packing ring is broken 
but the other good, all broken pieces should be removed 
and the pump run with one ring until the repair shop is 
reached. If both rings are broken they should be re- 
moved and candle wicking may be wrapped in the grooves 
to form temporary packing. 

Q. — 220. What if these rings are in good condi- 
tion, but just appear dry? 

A. — Oil it well and try the pump again. The pump 
will sometimes stop for lack of oil. 



130 

0. — 221. If the reversing piston is all right, what 
should be done? 

A. — The reversing valve rod should be removed to 
see that it is in good condition. 

Q. — 222. This being in good condition, what should 
next be examined? 

A. — The top head of the 8-inch pump should be 
removed so that the main valve can be examined, or with 
the 9^-inch, or 11-inch, the cap back of the large main 
valve piston should be removed in order that the main 
valve and differential pistons can be removed. 

0. — 223. Is it always necessary to go through this 
routine? Take, as an example, a pump that blows 
through into the exhaust as soon as steam is turned on. 
Should the reversing piston be examined for such a 
trouble ? 

A. — No ; in locating air pump troubles, as in every- 
thing else, a little thought must be given to cause and 
effect. The fact of steam blowing through into the ex- 
haust eliminates the reversing piston from the case. The 
main valve opens and closes the exhaust port, and along 
with the packing rings in the steam piston, is the divid- 
ing line between the steam and exhaust ports. As the 
packing rings in the steam piston seldom if ever blow 
badly enough to prevent the operation of the pump, the 
trouble must be with the main valve. Hence we would 
go directly to that part, letting the rest go. 

0.— 224. What could be the tro\ible with that 
valve ? 

A. — With the 8-inch pump, either end of the main 
valve may have come off, or the packing rings may be 
broken, or the stop pin in the intermediate head broken 
off. With the 9^-inch or 11-inch pumps, the shoulder 
on the main valve stem may have w^orn into the slide 
valve. 

O. — 225. How could the stop pin in the 8-inch 
pump be replaced if broken? 

A. — It should be driven in from above to a shoulder 
and riveted over on the outside. It should never De 



f 



131 

screwed in from the outside, as it is liable to work loose 
when so put in. Most pumps have this stop pin cast solid 
with the intermediate head. 

Q. — 226. Another pump starts when the steam is 
turned. on, and makes the downward stroke, but stops ai 
the lower end of the cylinder. What should be done 
first? 

A. — The plug in the low^er air cylinder head should 
be removed, and the nuts on the piston rod examined. 
If these are found to be tight, the trouble should be 
looked for in the steam end. The reversing valve cap 
should be removed and the rod and valve examined. A 
loose reversing valve plate can also be detected by lifting 
up on the valve rod. With an 8-inch pump, the ports 
in the reversing valve bush may be stopped up, and can 
be tested by having the reverse valve cap removed and 
the steam turned on lightly, to see if it flows through the 
ports. This may also be due to bad packing rings on the 
reversing or main valves, which should next be exam- 
ined. 

Q. — 227. In case of lopse nuts on the piston rod in 
the air cylinder, how should this trouble be remedied? 

A. — In all cases where it is possible to do so, the 
pump should be removed from the engine and the proper 
repairs made in the air brake room. Very poor results 
are obtained where this work is done in the round house 
without removing the pump from the engine. Using a 
hammer and chisel to tighten up these nuts is very bad 
practice, as it does not draw them tight and often frac- 
tures the end of the rod. When repairs of this kind are 
made out on the road, they should be reported in all 
cases on arrival. 

O. — 228. Another pump is reported as stopping 
frequently, but will start promptly if the cap nut over 
the reversing piston is tapped lightly. Upon re- 
moval of this cap nut the reversing piston is found to be 
in perfect condition, except that it is dry. If it is well 
oiled, the pump will start promptly and work for some 
Irttle time. When it stops again the reversing piston is 



1 



132 



found to be as dry as before, though the lubricator has 
been feeding freely all the time. Where and how should 
such a trouble be located? 

A. — It is evident that, although oil is fed freely to 
the pump, it does not get to the reversing piston. As 
the passages are clear, or the pump would not work, the 
oil must escape through seme other opening. This 
might be where the reversing valve rod passes tnrough 
the reversing valve bush, or it might be a leak from the 
steam to the exhaust ports in either the reversing valve 
bush or the reversing cylinder. A leak or blow at any 
of these three points will have a tendency to rob the 
reversing piston of its oil. 

Q. — 229. How should the reversing cylinder and 
reversing valve bush fit the top head? 

A. — They should make a steam-tight joint between 
ports and at the ends, and should be clamped solid by 
their respective cap nuts. 

0. — 230. Should the reversing cylinder ever be 
faced ofif to allow it to be forced down further on the 
taper fit, that it may fit tighter in the head? 

A. — No ; that would practically lengthen the revers- 
ing piston stem and destroy standards. 

0. — 231. What will cause a blow in the 8-inch 
pump ? 

A. — Loose rings on the main piston 10, reversing 
piston 23, or main valve piston 7, the reversing slide 
valve 23 not seating properly, the reversing valve rod 
not fitting properly in cap 20, or cap 20 not fitting snugly 
en the reversing valve bushing. 

Q. — 232. What will cause a blow in the 9^-inch 
pump ? 

A. — Loose rings on the main piston 59 or on either 
of the diflferential pistons 77 and 79, main slide valve 83, 
or reversing slide valve 72, not having a ^ood bearing on 
their seats, reversing valve rod 71 not fitting snugly in 
the reversing valve bushing or cap nut 74, not 
having a good bearing on the reversing valve bushing 73, 
reversing bushing 73 or main valve bushing 75 not fitting 



i 



133 

neatly, or top head gasket 101 leaking between ^he 
ports. 

Q. — 233. What will cause a blow in an li-irach 
pump? 

A. — A blow in the 11-inch pump will be caused by 
the same defects as described for the 9i/^-inch pump. 

Q. — 234. In handling a long train of air-braked 
cars the engineer has trouble with the pump running hot. 
What would cause the trouble? 

A. — Leaving the handle of the brake valve on lap 
position, the pump running fast would accumulate an 
unusually high main drum pressure. (This with a brake 
valve of the plate D-8 type.) Bad packing rings in the 
air pistons. The packing in the stuffing box being too 
tight, where fibrous packing is used. Too little lift of 
the air valve or stuck valves. The ports and passages 
being gummed or clogged up, due to an excessive amount 
or poor quality of oil being used in the air cylinder of 
the pump. Any one or all of these troubles would pro- 
duce the efifect mentioned. If the pump and pipes are 
in good condition it should not run hotter than the nat- 
ural heat of compression. 

Q. — 235. What should be considered the maximum 
speed for the air pump? 

A. — One hundred and twenty single strokes per 
minute. If this speed will not keep up the proper pres- 
sure, the leaks in the equipment should be looked after 
and stopped. 

Q. — 236. Should the pump run hot, what should 
be done by the engineer? 

A. — First reduce the speed of the pump and then 
put a small quantity of good oil in the air chamber, run- 
ning the pump slowly until it cools down. 

Q. — 237. How would the trouble be located? 

A. — The first mentioned trouble would only be no- 
ticed by the engineer. He should be questioned in regard 
to it. The bad packing rings could be located by notic- 
ing the suction at the air inlets. This should be good 
for nearly the entire stroke of the pump. If the packing 



134 

rings are good, the lift of the air valve should then be 
measured. This being correct, it leaves only one trouble 
to be remedied. 

Q. — 238. In fitting new air valves, what rules 
should be followed? 

A. — The valves should have a good bearing on the 
seat, but not too wide. . In filing the tip of the valve off 
to give the required lift, it should be filed squarely, that 
it may have a good, full bearing where it strikes the stop, 
and not appear to have the proper lift when it really 
has none. 

Q. — 239. If the packing rings are found to be de- 
.fective, how should new rings be fitted to the cylinder? 

A. — They should be a little too large, so that the 
ends may lap over a little. The rings should then be 
filed or scraped, to as near a perfect bearing as possible 
all the way around the cylinder. The ends should then 
be filed down so that the ring will fit the smallest part 
of the cylinder, but having the ends come as close to- 
gether as possible and work free. The rings should fit 
neatly in the grooves in the piston. 

Q. — 240. What should be done if the cylinder is 
found, from wear, to be smaller in one part than in 
another ? 

A. — The cylinder in all cases should be rebored, as 
in fitting new rings they would necessarily have to be 
fitted to the smallest part of the cylinder, which would 
mean that as -the piston neaped the end of the cylinder, 
where it would be of its greatest diameter, the rings 
would be loose, which w^ould permit the air to churn by, 
greatly reducing the efificiency of the pump, and having 
a great tendency to cause the pump to run hot. 

Q. — 241. If the ports or passages are gummed up, 
how may they be cleaned out ? 

A. — By working a strong, hot solution of lye or pot- 
ash, and water through it. If the engine is to remain in 
the round house long enough, the air cylinder and ports 
may be filled with this and allowed to stand until it has 
cut out all the gum. If the time will not permit of this. 



) 



135 

then the solution should be worked through the pump by 
running it slowly and to the main reservoir, provided no 
hose coupling intervenes between the pump and drum. 
In the event of the hose coupling in the discharge pipe, it 
should be removed and the water allowed to work out 
of the end of the pipe. The solution mentioned may 
then be worked through the pump, and if not too dirty 
may be caught and worked through the pump a second 
time. If it is not used a second time sufificient should be 
prepared to give the pump a thorough cleansing. After 
working this through the pump, a quantity of fresh 
water sufficient to thoroughly rinse the pump should be 
worked through it. The pump should then be packed 
freshly unless metallic packing is used. The pipe joints 
should be tightened after this process also. This method 
is sufficient for all general purposes. The use of kero- 
sent or coal oil is not advisable, as it frequently explodes 
while under pressure, and at best does not do the work 
thoroughly. Certain special methods are used advan- 
tageously by some individuals, but cannot be recom- 
mended for general practice. 

O. — 242. When running the pump at a fair rate of 
speed, if it makes irregular strokes or " goes lame,'' 
where would the trouble be located? 

A. — Probably in the air valves. As a rule these are 
the parts that make the pump work irregularly. 

Q.— 243. What would be the trouble? 

A. — One valve might be stuck or broken. 

Q. — 244. How could it be located which end w^as 
causing the trouble ? 

A. — By noticing the suction at the air inlets. The 
end with the broken or stuck valve would have no suc- 
tion. 

Q. — 245. What should the engineer do to get the 
pump to work regularly? 

A. — If the valve is stuck, tapping lightly on the out- 
side of the pump, near the troublesome valve, will often 
loosen it and allow the pump to work properly ; however, 
if it continues to stick, it should be removed and the gum 



136 

cleaned off with a little oil, but even though this remedies 
the trouble, the pump should be reported at the terminal 
and thoroughly cleaned, as gummed up valves indicate 
a bad condition of the cylinder. 

Q. — 246. A pump that is known to be in good con- 
dition, works properly, yet is very slow about pumping up 
the pressure, and, in some cases, will not keep the train 
supplied with the standard pressure; where might the 
trouble be? 

A. — The air strainer may be partly stopped up, which 
is in most cases the cause of this trouble, as it will not 
allow the cylinder to be filled with, air at each stroke of 
the piston. Pump strainers are somewhat deceiving in 
appearance, as they sometimes are polished bright and 
appear to be clean, but yet the small perforations may be 
stopped up with dirt. 

THE PUMP GOVERNOR. 

Q. — 247. How does this device, used to regulate 
the amount of air pressure carried, perform its duties? 

A. — By shutting off the steam from the pump, caus- 
ing it to stop, when the desired pressure is attained. 

Q. — 248. How does it do this? 

A. — By means of a steam valve, in its lower portion, 
which controls all the steam that goes to the pump, and 
is closed at the proper time by a piston to which it is 
connected. 

O. — 249. When the desired pressure is attained 
how is the governor caused to stop the pump? 

A. — Air pressure is admitted on top of the piston, 
forcing it downward until the steam valve is seated, thus 
shutting off the steam supply from the pump. 

Q. — 250. How is the amount of air pressure regu- 
lated? 

A. — By means of the adjusting screw in the top, 
which increases or decreases the tension of the spring 
above the diaphragm that actuates the air valve. 

Q. — 251. How does this adjusting nut and spring 
regulate the amount of air pressure carried? 



137 



A. — In order to stop the pump, air pressure must be 
admitted past the valve in the diaphragm body to th^, 

FIG. IL PUMP GOVERNOR. 




chamber on top of the piston, that it may force it and 
the steam valve downward. This air valve is held to its 



138 



seat by the tension of the adjusting spring on top of the 
diaphragm body. In order to open it the air pressure 
under the diaphragm must be sHghtly stronger than the 

PIG. 12. IMPROVED PUMP QOVERNOll. 




tension of the spring that it may raise the diaphragm 
and valve. When this amount of air pressure is ob- 
tained the diaphragm will be raised, opening the valve 



.1 



139 

and allowing the air pressure to pass into the chamber 
on top of the piston, forcing it 'downward and closing 
the steam valve. 

Q. — 252. How does the pump governor permit the 
pump to start again? 

A. — As soon as the pressure reduces below the 
required amount, through leakage or other cause, the 
spring will overcome the weaker air pres3ure, and force 
the diaphragm, seating the diaphragm valve, thus cut- 
ting off the supply of air from the chamber above the 
piston. A suitable opening then allows the pressure re- 
maining above the piston to escape. The piston is 
raised by a spring under it with the assistance of the 
steam pressure under the steam valve, and raising it 
opens the steam valve and admits steam to the pump. 

Q. — 253. To what air pressure should the governor 
be connected? 

A. — With the Plate D-8 brake valve and all others, 
except the Plate E-6 or D-5. It should be connected to 
the train pipe pressure and the regulating nut adjusted 
so as to stop the pump when 70 pounds has been attained 
in the train pipe. With the E-6, or D-5, brake valve, it 
should be connected to main drum pressure and the regu- 
lating nut then adjusted to permit a suitable excess 
pressure to be carried. 

Q. — 254. What regulates the train pipe pressure 
with the Plate E-6, or D-5, brake valve? 

A. — The feed valve attachment. 

Q. — 255. Why should the governor, or feed valve 
attachment, not permit more than 70 pounds train pipe 
pressure to be carried? 

A. — Because of the liability to slide wheels if more 
than that pressure is carried. 

Q. — 256. Should a less pressure be carried? 

A. — No ; because if it is the brakes will not be oper- 
ative to their maximum efficiency. 

Q. — ^257. Is it a reasonable argument in favor of a 
higher train pipe pressure that when such pressure is 
used lighter reductions are made in making stops? 



140 

A. — No ; for in a case of emergency the full pressure 
would be used, and in consequence the wheels would 
slide. 

THE AIR SIGNAL EQUIPMENT. 

Q. — 258. What is the object of the air signal 
equipment ? 

A. — To permit of a prompt and accurate sig- 
nalling from the train to the engine, and as well to notify 
the engineer if the train parts. 

O.— 259. What is it that blows the whistle? 

A. — Air pressure. 

Q. — 260. What are the essential parts necessary to 
complete the equipment? 

A. — The pressure reducing valve, signal valve, whis- 
tle, hose couplings, car discharge valve, whistle cord and 
the necessary pipe work. 

Q. — 261. What is the pressure reducing valve? 

A. — A valve attached to the main drum and used 
to supply pressure for the signal apparatus at a lower 
pressure than that in the main drum. 

Q. — 262. What does it consist of and how does it 
do its work? 

A. — It consists of a valve that is held open against 
main drum pressure by a spring of a fixed or variable 
tension. As soon as the pressure in the signal pipe ex- 
ceeds the tension of the spring it compresses it and allows 
the valve to close, thus preventing too high a pressure 
being obtained in the signal pipe. 

Q. — 263. What is the proper pressure for the sig- 
nal pipe? 

A. — The best results are obtained by using a pressure 
of forty pounds per square inch. 

Q. — 261. What is the signal valve and how does it 
operate ? 

A. — It is a valve located in some convenient place 
on the engine and connected to the signal pipe and 
whistle. It controls the operation of the whistle and 
consists of a valve operated by a diaphragm, which in 



141 

turn is operated by the pressure of air on either side of 
it. The pressure on top of it is the pressure in the sig- 



Main Signal Pipe 
► To Signal 



To CsLt Discharge Valve ■ 

SIGNAL PIP£ 
STRAINER 





. To Wbislle 
SICNAL VALVE 



Car discharge 

VALVE 




SIGNAL WHISTLE 

/ 
Tc Main Reservoir 

To SigoaJ Pipe 



To Main Reservoir 
REDUCING VALVE 




IMPROVED REDUCING VALVE 



FIG 13 TRAIN AIR SIGNALING APPARATUS 

nal pipe, the chamber under the diaphragm being charged 
to an equal pressure through a suitable opening. These 



142 

pressures being equal, if anything makes a reduction in 
the signal pipe pressure below that in the chamber, the 
diaphragm will be raised by the greater pressure under- 
neath and carry with it the valve. This valve will per- 
mit the air to pass from the chamber under the diaphragm 
to the v/histle, causing it to sound, until the pressure in 
that chamber is slightly lower than that remaining in the 
signal pipe, when the diaphragm will be forced down- 
ward again, seating the valve. 

Q. — 265. What is the car discharge valve and how 
does it operate? 

A. — It is a valve placed at the end, or suitable loca- 
tion on ar in the car. and has attached to it the whistle 
cord. It consists of a valve operated by a compound 
lever, to which is attached the signal cord. When the 
cord is pulled the lever opens the valve against signal 
pipe pressure, thus causing the desired reduction in that 
pressure. 

Q. — 266. What kind of a reduction is it necessary 
to make in order to cause the whistle to sound? 

A. — A short, quick exhaust or reduction. The sig- 
nal valve may be likened to the quick action part of the 
triple valve, which will be thrown into operation by a 
short, quick exhaust, while a much longer, though more 
gradual, reduction would only cause a service application. 
So with the signal apparatus, when a short, quick re- 
duction is made, the whistle should sound, while with a 
longer, though gradual, reduction it should not sound. 

Q. — 267. What prevents the operation of the dia- 
phragm and signal valve when a slow, gradual reduction 
is made? 

A. — When the pressure is drawn from the pipe 
slowly, instead of reducing the pressure in that pipe below 
the pressure in the chamber under the diaphragm, the 
pressure feeds from this chamber back into the pipe, thus 
removing- the power that should operate the diaphragm. 
It is so constructed that it may not cause the whistle to 
sound if there is a slight leak in the pipe. This action is 
also assisted by the pressure reducing valve, which is 



143 

Open at this time, and is feeding the signal pipe. Ic may 
be said that the reduction in the signal pipe must be 
made more rapidly than the reducing valve and signal 
valve combined can overcome. 

PIPE WORK. 

Q. — 268. What size steam pipe should be used with 
the various sizes of air pump ? 

A. — For the 8-inch, ^-inch pipe. For the 9^-inch, 
1 inch pipe. For the 6-inch, the best results are obtained 
by the use of the ^-inch pipe, though J^-inch pipe has 
generally been the standard. 

O. — 269. Is it necessary to have a dry pipe for the 
air pump? 

A. — It is necessary to have dry steam for the pump, 
and if suitable provision is not made in the form of a 
turret which has a dry pipe, the pump should be supplied 
with a pipe extending to the dome, that dry steam may 
be obtained. 

O. — 270. What size pipe should be used for the 
exhaust? 

A. — For the 8-inch, 1-inch pipe. For the 9i/^-inch, 
lj4-i^ch pipe. For the 6-inch, the best results are ob- 
tained by the use of the 1-inch pipe, though ^-inch has 
been the standard. 

O. — 271. What size pipe should be used for the 
discharge from the pump to the main drum? 

A. — For the 8-inch, ^-inch pipe. For the 9^-inch, 
1^-inch pipe. For the 6-inch, ^-inch pipe. 

Q. — 272. What size pipe should be used from the 
main drum to the brake valve? 

A. — One-inch pipe with all equalizing valves. 

O. — 273. At what part of the drum should this 
pipe be attached? 

A. — As near the highest point and as far from the 
discharge pipe as possible. 

Q. — 274. What size pipe should be used for the 
train pipe? 

A. — From the brake valve to the rear of the tender 



U4 

should be 1-inch pipe. All passenger cars should have 
1-inch train pipe. AH freight cars should have 1^-inch 
train pipe. 

Q. — 275. What size pipe should be used for the 
signal line? 

A. — Three-eighths-inch pipe from the main drum to 
the pressure reducing valve, and from there to the branch 
pipe leading to the main signal pipe. This branch pipe 
should be ^-inch pipe, reduced to ^-inch at the signal 
valve. The main signal pipe should be ^-inch under the 
engine, tender and cars. The branch pipe on the cars 
leading to the car discharge valve should be J/^-inch pipe. 
The pipe from the signal valve to the signal whistle should 
be ^-inch. 

Q. — 276. What rules should be followed in putting 
up pipe work in connection with the air brake and signal 
apparatus ? 

A. — All fins or projections, left after cutting and 
threading, should be removed. The pipe should be bent 
w^here necessary instead of using elbows ; all bends should 
be as easy as possible, avoiding short bends where prac- 
ticable to do so. Low bends that will form a .trap for 
condensation or other accumulations should be avoided. 
All pipe work should be blowaout with steam after bend- 
ing and threading and before erecting. Where lead is 
used to assist in making a tight joint, it should always 
be used on the outside of the pipe, and never inside the 
fitting. 

O. — 277. What other point should receive particu- 
lar attention in erecting pipe work? 

A. — All pipes should be securely braced by suitable 
clamps, hangers or brackets. These should be securely 
fastened to the vehicle and be sufficiently strong to not 
only resist vibrations themselves, but should also prevent 
the pipes from vibrating. 

Q. — 278. How should the pipe work be tested? 

A. — Air pipe work should be tested with air pressure 
and leaks located by using soap suds. 



145 

Q. — 279. What is the proper distance bcvveen cen- 
ters of the train and signal pipes ? 

A. — The signal pipe should be 9 inches from the 
center line of the car at each end, and the train pipe 4 
inches from the signal pipe, giving a distance of 13 
inches from the center of the train pipe to the center line 
of the car. The location of pipe on tenders is the same 
at the rear end as on cars. 

Q. — 280. How far should the pipes be from the 
rail? 

A. — xA.t the ends of cars and tender the train pipe 
should be 37 inches, and the signal pipe 33 inches from 
the rail. 

Q. — 281. Where should the coupling hook, or 
dummy coupler, be located? 

A. — In such a position that the hose coupling may 
be properly hung up and not kink at the nose. The 
M. C. B. location under the draw bar is the most con- 
venient. 

TESTING BRAKES. 

, Q. — 282. How often should the air brake and sig- 
nal apparatus on the engine be tested ? 

A. — After each trip, that its condition may be known 
and any necessarv repairs be made. 

Q.— 283. What should be tested first? 

A. — The air pump and pump governor, to see tha^ 
the proper amount of air pressure is supplied and car- 
ried. 

Q. — 284. How should the air pump be tested? 

A. — With a full head of steam, and it should be 
noticed that it accumulates the pressure sufficiently fast. 
The writer would recommend that inspectors note the 
time the pump consumes in raising the pressure from 40 
to 50, 50 to 60, 60 to 70, 70 to 80, 80 to 90 pounds. This 
for the information of the inspector, to enable him to 
judge if the pump is attaining the pressure fast enough. 
Of course, in judging this time, allowance must be maie 
for the capacity of the main drum, and it should first of 



146 

'^^^ be drained of any accumulation of water or other 
matter. 

Q. — 285. How should the govenor be tested? 

A. — It should be noted what pressure it allows to 
be carried, and if incorrect it should be regulated. It 
should also be tested for sensitiveness, to see that it will 
start the pump promptly on light reduction. 

Q. — 286. What should next be inspected? 

A. — The brake valve. It should have no pipe in the 
train pipe exhaust and should have a stop cock in the 
train pipe immediately under the brake valve, not out- 
side the cab. It should permit of carrying the proper 
amount of excess pressure, the rotary valve should be 
tight, the feed valve should not permit more than 70 
pounds train line pressure to accumulate, and the equal- 
izing piston should promptly respond to light reductions. 
The preliminary exhaust port should also be tested, by 
reducing the pressure from 70 to 50 pounds, and noting 
•the time consumed in so doing. This should be about 
four seconds. 

Q.— 287. What is to be noted next? 

A. — The gauge. It should be in such a position as 
to allow the engineer to easily read it at night or during 
the day, and w^ith the brake valve handle in full release 
position both pointers should register the same pressure 
as the pressures are equal in that position. Supple- 
mentary to this test, a test gauge should be attached to 
either one of the pressures to ascertain if the pointer 
registering that pressure is correct. 

Q.— 288. What is to be tested next? 

A. — The piston travel of the driver and tender 
brake. Also the condition of the packing leathers in 
the brake cylinders, and where the pull up brake is used 
the packing in the stuffing boxes should also be noticed. 
Tc ascertain the condition of the packing leathers stuffing 
box packing and connections, the writer would recom- 
mend attaching a gauge to the brake cylinder, that the 
pressure may be noted at half minute intervals. Infor- 
3 



147 

mation of an interesting, ana in some cases of a startling, 
nature, will thus be obtained. 

Q. — 289. What is the proper piston travel for 
driver brakes ? 

A. — From two to four inches. Or. a travel that 
will give as near 50 pounds brake cylinder pressure as 
can be obtained. 

Q. — 290. What is the proper piston travel for ten- 
der brakes? 

A. — Seven inches. Not less than 5^ inches nor 
more than 8 inches, or the same as for car brakes. 

Q. — 291. In adjusting cam brakes, what is it 
necessary to observe? 

A. — -That the cam screws are equally adjusted, that 
the point of contact may be kept in line with the piston 
rods. 

O.— 292. What is to be tested next? 

A. — The signal apparatus. It should be known that 
the signal valve responds to light reduction, but at the 
same time will not respond to reasonable leaks. That 
thd. pressure reducing valve supplies the proper pressure 
to the signal line promptly and does not leak. 



TESTING BRAKES. 

ROAD OR DIVISION TERMINAL TEST. 

O. — 293. In making a road test of brakes at a di- 
vision terminal what should be done? 

A. — The train should be made ready just the same 
as before it is to descend grades, or the retainers to be 
used, otherwise they may be turned down. The en- 
gineer should be prepared when coupling to the train to 
charge it as rapidly as possible. To do this he should 
have full main drum pressure and the valve handle on 
lap position. If it is necessary to use the engine brakes 
w^hile.the coupling is being made, they may be used, but 
if released the handle should be returned immediately to 
lap position. When the engine is coupled to the train 



148 

the angle cock on the rear end of the tender should be 
opened first that the hose coupUng may be at least parti- 
ally charged with air before the other angle cock is 
opened. To charge the train the engineer should place 
the handle of the plate D-8 brake valve in release position 
and leave it there until charged up. With the Plate 
E-6 or D-5 brake valve, the handle should be removed to 
release position, but immediately returned to running 
position and the train charged there. 

Q. — 294. What is meant by charging the train, 
and how long should it take the engineer to do it? 

A. — By charging the train is meant to fill the aux- 
iliary reservoirs with air pressure ; the time required to 
do it varies with the length of the train, but it cannot be 
done in less than one and one-fourth minutes on ac- 
count of the feed groove in the triple valves being so 
small. 

Q. — 295. How much pressure must be obtained be- 
fore testing brakes ? 

A. — At least 50 or 60 pounds, in order to ascertain 
the real piston travel ; the maximum pressure would be 
better, but these pressures will do. 

Q. — 296. How should brakes be applied for the 
test? 

A. — By the engineer reducing the train pipe pressure 
from fifteen to twenty pounds in service application 
position. 

Q.— 297. What should then be done? 

A. — The train should then be inspected to see that 
all brakes apply and have the proper piston travel which 
if improper should be adjusted. After it is known that 
all brakes apply properly, the signal to release brakes 
should be given, and the train again inspected to see that 
all brakes release. 

Q. — 298. How should the signal to release be given 
in .passenger service ? 

A. — By the signal whistle and by the car discharge 



149 

0. — 299. Should the signal to release be given by 
the rear stop cock of the signal line? 

A. — No. When given by the discharge valve it be- 
comes a test of the signal apparatus which it v^ould not 
be if given by the stop cock. 

O. — 300. What should be done when adjusting the 
piston travel? 

A. — The brakes should be released by means of the 
release valve, the car cut out by closing the cut-out cock 
under the car, and the travel then adjusted by the dead 
levers of the truck, the slack being tak^n up equally on 
each end of the car. On cars where no dead levers are 
provided, it is usually adjusted on the bottom rod by 
means of a turn buckle. If enough slack cannot be taken 
up on the dead lever it may be taken up on the bottom 
rod, but care must be taken when doing so as slack is 
taken up much faster on the bottom rod than on the 
dead lever. 

Q. — 301. When the engineer receives the signal to 
release brakes after testing, how should he make the re- 
lease? 

A. — Place the brake valve handle in full release pos- 
ition a few seconds and then return it to running posi- 
tion. 

Q. — 302. After the inspector finds all brakes re- 
leased, what should they do? 

A. — Notify the engineer of the number and condition 
of the brakes. 

Q. — 303. At what other time should the brakes be 
tested? 

A. After picking up or setting off cars, or any other 
time that the train may have been parted without the 
application of the brake. 

O. — 304. How should such a test be made? 

A. — The train men or inspector should signal the 
engineer to apply the brakes and watch the brakes back 
of where the train was parted. As soon as they apply 
t'hey should signal the engineer to release the brakes and 



150 

see that they release. This insures all angle cocks being 
open. 

. 0. — 305. Should one brake on the train refuse to 
apply when making a terminal or shop test, all the rest 
of the brakes applying all right, what should be done ? 

A. — If the car is cut in see that the auxiliary res- 
ervoir is charged, by trying the release valve. If it is 
charged, have the engineer attempt to apply the brake 
in service application, then by holding the hand over the 
hole in the under side of the back cylinder head, if air 
passes (jut through that hole it will be felt. If it does 
this the trouble lays with the packing leather, as this air 
must have passed it. 

O. — 30G. Should any of the brakes refuse to re- 
lease what should be done? 

A. — If the angle cocks are all open and the excess 
pressure already pumped up, it will only be necessary to 
place the brake valve handle in full release position for 
a few seconds. But if there is no excess pressure shown, 
the brake valve handle should be removed to lap position, 
and held there until the excess pressure is obtained ; then 
upon placing the handle in release position, the brakes 
should release. 

Q. — 307. Would it be good policy to make another 
slight application of the brakes before making the second 
release ? 

A. — No. To release brakes, train pipe pressure must 
be increased over auxiliary reservoir pressure. When 
applying brakes train pipe pressure is reduced, and it is 
already too low or the brakes would release. 

Q. — 308. Should a brake refuse to release on the 
second attempt, what should be done? 

A. — ^Reduce auxiliary reservoir pressure by means 
of the release valve; should that not release the brake 
examine for a pressure retaining valve, and if there is one 
on the car, see that the handle is in the proper position, 
pointing downward, and the exhaust opening free; if 
there is no pressure retaining valve, or if it is in proper 



1 



151 

condition, look for a hand brake set or the brake rigging 
foul under the car. 

Q. — 309. What other test is it advisable to make 
after changing engines or otherwise parting the train? 

A. — What is termed the running test. In making 
this test, after the train is started the brakes are applied 
lightly by the engineer until he feels them begin to hold, 
he should then release them. This insures against the 
closing of any angle cock, either accidentally or intention- 
ally. 

Q. — 310. When should the piston travel be ad- 
justed? 

A. — If it is less than 4J^ inches in freight, or 5^ 
inches in passenger service, or more than 8 inches in 
either, the travel should be adjusted as near 6 inches as 
possible. 

Q. — 311. Why must the travel not exceed 8 in- 
ches? 

A. — Because after that the braking force lessens 
slightly by the expansion of the air into greater space, 
and when the piston strikes the cylinder head at 12 in- 
ches travel the brake is ineffective. 

Q. — 312. Is it permissible to adjust the piston travel 
by taking up the slack with the hand brake? 

A. — No ; it is dangerous to do so. 

Q. — 313. In case of a defective, or non-operative 
brake, how would that one brake be cut out of service so 
as not to affect the other ? 

A. — With the plain triple valve, move the handle of 
the four-way cock to a position half way between hori- 
zontal and upright. With the quick-action triple simply 
close the stop cock in the branch of the train pipe, by plac- 
ing the handle in a position parallel with the pipe. In 
case of cut-out brakes they should be reported to the 
inspector at the terminal, that they may be repaired. The 
auxiliary reservoir should also be drained by opening the 
release valve. 

HANDLING TRAINS. 

Q. — 314. In making an application of the brakes 



152 

for any purpose, except testing brakes or an em- 
ergency application, how much pressure should be drawn 
from the train pipe at the first reduction? 

A. — From five to seven pounds. 

Q. — 315. Why not more than this amount? 

A.— Because it will cause too severe an application of 
the brake at the first reduction, and it is liable to cause 
shock to the train ; this is especially true where the piston 
travel is short. 

O. — 316. After the first five or six pounds reduc- 
tion, how much pressure should be drawn from the 
train pipe at any one reduction? 

A. — This must be governed entirely by the circum- 
stances, but the best results are obtained by not using 
more than three or four pounds at any one reduction af- 
ter the first one. 

Q. — 317. How many applications should be used for 
the ordinary station stop with a passenger train? 

A. — One, and not to exceed two. 

Q. — 318. What is meant by one application? 

A. — From the time the brakes are applied until they 
are released, no matter how many reductions, is one ap- 
plication ; after they have been released and are reapplied 
is the second application. 

Q. — 319. How m.any applications should be used 
for water tank or coal chute stops with a passenger 
train ? 

A.— Two. 

Q.— 320. Why use two? 

A. — It insures a greater accuracy and permits hold- 
gin the brakes on until a full stop without the usual dis- 
agreeable lurch, thus insuring the train standing still af- 
ter the stop is made. 

Q. — 321. Should the brakes be held applied on a 
passenger train while standing at a water tank or coal 
chute ? 

A. — Yes. If they were released and the engine throt- 
tle leaked slightly, the train might start to move, and 
before it could be stopped cause damage. 



153 

Q. — 322. Is there any other time that the stop 
could be made in this manner to good advantage? 

A. — Yes. When stopping at short platforms to load 
express matter or baggage ; or on grades where the 
brakes must be applied to a full stop in order to stop the 
train. 

Q. — 323. How is such a stop made? 

A. — The first application should be so made that if 
allowed to remain applied it would stop the train a little 
short of the desired point, but before stopping, say when 
about three or four car lengths from that point, the 
brakes should be released, the brake valve being immedi- 
ately returned to lap position and the brakes then ap- 
plied lightly as may be necessary until the stop is made. 

Q. — 324. How is the shock avoided if the brakes 
are held on until a full stop? 

A. — The train being moved at a slow rate of speed 
when the second application is made, it is of necessity a 
very light application, and a light application causes very 
little or no shock when held on until a full stop. 

O. — 325. Why is it essential to return the handle 
to lap position after releasing when a second application 
is desired? 

A. — To avoid over charging the train pipe above the 
auxiliary reservoir pressure. 

Q. — 326. What effect does such over charging 
have? 

A. — In order to apply the brakes the train pipe pres- 
sure must be reduced lower than the auxiliary reser- 
voir pressure ; if the two are kept as nearly equal as pos- 
sible when releasing, the second application can be ob- 
tained immediately; but if the train pipe pressure is 
much higher than the auxiliary pressure, then such sur- 
plus pressure must be exhausted first to get them equal, 
and a further reduction made to reduce train pipe below 
auxiliary pressure, all of which consumes time. 

O. — 327. Why is it bad practice to use more than 
two applications in stopping? 

A. — Because each application decreases the auxiliary 



154 

reservoir pressure and repeated applications without re- 
charging soon reduces pressure so low as to materially 
reduce the power of the brakes. 

Q. — 328. With a passenger train at ordinary station 
stops when should the brakes be released and why? 

A. — A sufficient time before stopping to avoid the 
backward lurch. If the brakes are released a sufficient 
time before stopping to prevent the driving wheel from 
revolving backwards when the train stops, this will be 
accomplished. 

O. — 329. Can this lurch caused by the tilting of the 
trucks, be avoided any other way than by rel-easmg as 
mentioned ? 

A. — Yes ; if the engine throttle is opened slightly at 
the time the train stops, just enough to hold the train un- 
til the trucks resume their normal position, the lurch 
will be avoided. This last named method is hardly to be 
recommended for a general practice, however, as it has 
a tendency to make the engineer careless. 

Q. — 330. In steadying a train around a curve when 
should the brakes be applied ? 

A. — While on the straight line just before reaching 
the curve. This rule does not apply to descending 
grades, however, as then the curve should be taken ad- 
vantage of to recharge. 

O. — 331. In handling a freight train, either partly 
or wholly equipped with air brakes, how should the appli- 
cation for an ordinary stop be made? 

A. — Very much the same as with a passenger train, 
if anything more gradually. When shutting off steam, 
the engineer should allow of ample room for making the 
stop, and after shutting off should wait a little while for 
the train to settle and the slack to run up if it will. Af- 
ter this interval he should make a reduction of, not to 
exceed seven pounds, and again wait for the slack to 
come up. Simply shutting off steam will not always 
bunch the train, and the first reduction should not ex- 
ceed the amount stated, that the slack may not come up 
too quickly. After the slack is bunched, the engineer 



155 

may follow up as circumstances and judgment dictate, 
only it should be borne in mind that tHe brakes are not 
to be released until a full stop is reached. In ooder to 
avoid the necessity of a release, the application should 
be as gradual as possible, each reduction being no heavier 
than is required at that time. 

Q. — 332. What precaution should be taken if brakes 
are released when the train is moving slowly? 

A. — The engine throttle should be left closed at least 
until the rear brakes are entirely released. The idea, 
which is prevalent to a considerable extent, that the 
brakes are released the instant the handle reaches release 
position, is erroneous, and if the throttle is opened care- 
lessly at this time damage will follow. 

Q.— 333. Why is it that the brakes must be held 
applied with a freight train until the stop is completed, 
while with a passenger train they are released before 
stopping? 

A. — Principally on account of the slack in the long 
train. The shock met with in passenger service if the 
brakes are held on until a full stop, is not met with in 
freight service on account of the dififerent method of 
hanging the brake beams. The shock met with in freight 
service is caused by the .slack running out, and if the throt- 
tle is opened before this slack runs out there is liability of 
parting the train. 

O. — 334. In backing a train out of a side track, 
the train being only partly equipped with air brakes, how 
should the brakes be applied? 

A. — A few hand brakes should be set at the rear of 
the train to hold the slack bunched against the engine, 
and the train then carefully stopped with the air brakes 
if it is so desired. 

0. — 335. Upon the application of the air brakes 
under such circumstances, would the slack not run out.'' 

A. — Yes: but the hand brakes being set would pre- 
vent it from running out fast enough to cause damage. 

Q. — 336. In the event of the engineer finding that 



156 

he is Sliding the wheels on the train, what is the first thing 
he should do? 

A. — If he has the brakes applied at the time, and can 
do so, he should release them, and before reapplying 
should get some sand on the rail, and then keep the rail 
continuously sanded until the stop is made. When ap- 
plying for the next stop, if the rail is bad, he should use 
sand before the brakes are applied, or at least while they 
are applied lightly, and keep the rail continuously sanded 
until the stop is complete. 

O. — 337. What is the benefit of use of sand in a 
case of this kind? 

A. — The primary use of sand is to create adhesion 
of the wheels to the rail and lessen the likelihood of 
skidding them. The rail, for this reason, should be weU 
and continuously sanded during the entire stop and before 
the brakes are applied, otherwise if the wheels lock and 
slide first the benefit of the sand is entirely lost. 

Q. — 338. If the wheels are sliding, would the ap- 
plication of sand to the rail start them revolving again? 

A. — No; they would continue to slide, and sliding on 
sand would cause them to cut badly. 

Q. — 339. In the event of the engineer having used 
full braking power to make the stop through not having 
applied soon enough, if he finds that he will still run past 
the station, would it be good policy to sand the rails? 

A. — No; unless it is a case of emergency. Possibly 
some wheels are sliding; if they are. the application of 
sand to the rail would cause very bad flat spots. 

O. — 340. How would the cause of wheels sliding 
be located? 

A. — If the brakes released all right, and the wheels 
did not slide because the brake ''stuck" or ''dragged/' it 
would be advisable to ascertain the piston travel. If the 
travel was found to be too short, before any alteration was 
made the hand brake should be examined to see if it had 
been partially set. If the hand brake w^as free the travel 
should then be adjusted by the dead lever. If the piston 
travel was found on inspection to be correct, the leverage 



157 

should then be calculated to ascertain if too much power 
was being developed. 

Q. — 341. How would the brakes be operated in 
handHng trains on long descending grades? 

A. — They should be applied lightly in sufficient time 
to permit of holding the train with a light application; 
before reaching a sharp curve or let up in the grade the 
train should be slowed down^ and as it reaches tho 
curve or let up, the brakes should be released and the 
auxiliaries recharged while passing such a point, if nec- 
essary. 

Q. — 342. Why is it preferable to apply the brake 
when going slowly instead of allowing it to attain its 
maximum speed ? 

A. — Because when going slowly a light reduction 
will hold it at that speed, or at most will allow it to in- 
crease in speed very gradually. In holding a train on a 
grade the prime consideration is safety. The more air 
that is taken from the auxiliary reservoirs to hold the 
train, the more will have to be replaced when they are 
recharged. This consumes time which cannot then be 
spared. 

O. — 343. In recharging in a case of this kind, 
where should the brake valve handle be placed? 

A. — In full release position, and left there until ready 
to reapply with the older form of brake valve ; with the 
new form of valve it should be left in release until 
charged very nearly to the full 70 pounds, the valve han- 
dle then being returned to running position. 

O. — 344. Why not leave the handle in full release 
position until ready to reapply with the new form of 
brake valve ? 

A. — Because of the liability to over charge the train, 
the fee<l valve being inoperative in that position. 

Q. — 345. In charging on grades, what should be 
kept in mind? 

A. — That safety is the first consideration. To ob- 
tain this the train should be recharged as often as oppor- 
tunity presente*d itself, endeavoring to keep the train un- 



iier conlrol and as n(\'ir the niaxiniuni prcssurr as -^os- 
^:I)lc avoidini; uiinccrssarv rccliari;inL;-. 

(J. — 'M(). vShouId llir (Mij^inrcr attempt to nia*.;\lain 
rv uniform spcrd in (U\^C('ndin^ grades? 

A. — ^\^s ; wlicrc j)ractical)lc, l)nt there are other and 
mon* important points to he eonsidered lirst, uniformiity 
of speed heint;" a sccondarx ronsideration. 

Q. — .'M7. Can any rnles he Laid down for handling 
trains on grades? 

A. — Only in a general way. I/H'al eonditions mns\ 
govern eaeh in(livi(hial ease and indLrnicMit hi' used ac- 
eordingly. 

Q. — -IMS. In ease oi a tra.n parting hetween air- 
hraked ears on thi' head v\\i\. the train heing ])artially 
(Mjnippcul, say T) air-hraked and "2^) n(»n-air hraked ears, 
wh.at should the eni^ineer do? 

A. — ^Close the engine throttle innnedialely and plaec 
the hrake valve handU^ on lap position. 

(J. — :H!). Whv not !i\ to pull a\\:i\ from tlie rc\ar 
end of the train ? 

A.— -lie eould not gev away a safe distance, and a 
short distanee would only increase the violence of run- 
ning together. \\y shutting olT steam immediately the 
distance of scparatir>n would he short and the shock of 
rumu'ng together would he proportionately slight, both 
sections of the train heing in motion at the time. 

O. — .'^TiO. Upon coupling up after i)arting a train 
of air-hraked cars, should the rear brakes refuse to release 
in any number would it be advisable to *'blec(r' them off? 

A.— No. "By so doing we have no assurance Ihat the 
;iir is cut in t(^ the rear imkI of the train. 'Plu\v should 
m all cases be released bv the engineer. 

Q. — ,151. What should he do to release them" 

A. — IMacc the brake valve handle on lap position and 
secure excess [)ressure ; hv thr'uving this into the train 
pipe quickly it should n^lease them if they are cUl cut ir. 

nOlIHLH HnADINO. 

Question — 352. Where two or more engines are 



159 

coupled to a train which engineer should operate the 
brakes ? 

A. — The one on the head engine always. 

Q. — 353. How should the other engineers proceed? 

A. — Close the stop cock in the train pipe below the 
brake valve, carry the brake valve handle in running pos- 
ition and run the pump as if they were operating the 
brakes. If the engine is not supplied with a cut-out 
cock, the brake valve handle should be placed on lap pos- 
ition. The air pump should also be run slower in this 
case. 

O. — 354. If the second engine is not provided with 
a stop cock in the train pipe for double heading, is it ad- 
visable to plug up the train pipe exhaust of the brake 
valve ? 

A. — No. When the lead engine cuts off from the 
train, if the second engineer fails to remove the plug it 
might prove dangerous. Fatal accidents have resulted 
fro,m this cause, and it is better not to require the en- 
gineer to run any unnecessary risk. Stop cocks are 
furnished with all brake valves to be used for this pur- 
pose, and they should be used. 

Q. — 355. In case of an emergency, how should the 
brake valve be handled? 

A. — It should be moved to the emergency position 
and allowed to remain there until either the train stops 
or the danger is past. Sand should also be applied to 
the rail. 

Q. — 356. Would it not be better to return the han- 
dle to lap position after a quick reduction has been made? 
The object being to save train pipe pressure to assist 
in releasing. 

A. — No. There might be some cars with plain triple 
valves in the train, or quick-action triples that are cut out 
or have the quick action feature blocked. If enough of 
these are together, quick action would not jump them, 
and all brakes would not be fully applied. There is also 
a possibility of the rush of air from the rear to the head 
end of the train, causing the head brakes to release. The 



160 

first consideration in a case of emergency is to stop, and 
to do that as quickly and surely as possible the handle 
should be left in the emergency position. 

Q. — 357. If the engineer had the brakes partially 
applied in service application, as if to merely reduce 
speed over bad track and should be suddenly flagged, 
what should he do ? 

A. — Put the valve handle in the emergency position 
and leave it there until stopped, the same as before. 

Q. — 358. Would he get quick action under those 
circumstances ? 

A. — That depends on the amount of reduction made 
in service and the length of the piston travel. With only 
a slight reduction and standard or long travel, he would 
get partial quick action, but would not get full quick ac- 
tion brake cylinder pressure. With short travel or heavy 
reductions in service he would not get quick action but 
w^ould get a full service application. 

Q. — 359. Could he gain anything by placing the 
handle in release position for a moment before going to 
the emergency position ? 

A. — No ; it would be dangerous to do so. Such an 
action would release the brakes when they were needed 
most, would make them slower to apply by overcharging 
the train pipe, and when applied they would be even 
w^eaker than a service application would have been at the 
start. 

0. — 360. If the engineer had the brakes applied 
with a 25-pound service application and was flagged, 
would it be policy for him to put the brake valve in the 
emergency position ? 

A. — Yes, if it was a case of emergency. Possibly 
some of the brakes have leaked partly oflf. The emer- 
gency application would set themi fully again. 

Q. — 361. If the engineer was handling a partially 
equipped train, as was mentioned in a preceding question. 
and was flagged in such a manner as to require an emer- 
gency application to stop in time, would it be policy for 



161 

him to first bunch the slack of the train before going to 
the emergency? 

A. — No. So doing would destroy part of the brake 
power that he needs. A few draw heads are easier and 
cheaper to replace than a whole caboose or an engine. 

Q. — 362. In a case of emergency, should an engin- 
eer reverse the engine if it is equipped with a driver 
brake ? 

A. — No. Even if it is a poor brake, the wheels will 
lock and slide, and sliding wheels would not hold as much 
as if they were revolving. If the driver brake holds at 
all the engine should not be reversed. 

Q. — 363. In case the brakes are applied suddenly 
from the train, what should the engineer do? 

A. — Place the brake valve handle on lap position 
until a signal is given to release brakes. 

Q. — 364. ,Why is this done? 

A. — To maintain the main drum pressure and prevent 
its escape, thereby providing for a prompt release of the 
brakes. 

Q. — 365. Ho'W should the conductor's valve be op- 
erated when necessary? 

A. — It should be pulled wide open and held open 
until the train stops and then before leaving it the valve 
should be closed. 

Q. — 366. Why is it necessary to hold the conduct- 
or's valve open until the train is stopped, if it is used ? 

A. — Because if it is closed and the engineer has not 
placed the brake valve on lap position, the brakes will 
release. 

O.— 367. What does this valve do when it is op- 
ened ? 

A. — It simply makes an opening from the train pipe 
to the atmosphere very much the same as would be done 
if an angle cock is opened. 

O. — 368. Can brakes be released by the conductor's 
valve? 

A. — Not by the use of the conductor's valve alone. 
It must be remembered that to release brakes it is either 



162 

necessary to put air into the train pipe or take it out of 
the auxiliary reservoirs. The conductor's valve will not 
do either of these. 

Q. — 369. Should the brakes apply suddenly, without 
the aid of the engineer or crew, what should be looked 
for? 

A. — Either a bursted hose or the train parted. 

Q. — 370. In the event of a bursted hose on a pas- 
senger train and there was no extra hose in the supply 
box, what could be done? 

A. — Remove the hose from the rear end of the last 
car and use it. 

Q. — 371. Should the cross-over pipe be broken, is 
it necessary to shift this car to the rear of the train? 

A. — No. If the break is between the stop-cock and 
the triple valve, the stop coc}: should be closed arid the 
release valve opened. If the pipe is broken between the 
stop cock and the main train pipe, it may be plugged to 
good advantage. 

Q. — 372. In passenger service, if the train pipe 
should burst or be broken, should the car be shifted to 
the rear of the train? 

A. — Not necessarily. A section of freight hose can 
be telescoped over the broken pipe and wrapped with a 
bell cord. Again, air may be made to pass to the rear 
through the signal pipe on the disabled car by the use of 
combination signal and train pipe couplings, which will 
allow of the signal pipe of the disabled car being at- 
tached to the train pipe of its adjoining cars. It is the 
general practice, however, to switch such cars to the rear 
on account of the lack of material to make the changes 
mentioned. 

Q. — 373. When such a car is put on the rear end of 
a passenger train what precautions should be taken ? 

A. — The loose hose should be coupled between it and 
the car ahead, but the angle cock on the disabled car 
closed. This keeps air pressure in the hose couplings, 
and if the train should part there, the brakes would apply 
on the head section. It is also a good practice to have 



163 

a mark remain on the disabled car all the time if prac- 
ticable. 

Q. — 374. In assisting the engineer with hand 
brakes, where the train is only partially equipped with 
air brakes, where should the hand brakes be set? 

A. — Immediately behind the air-braked cars. 

Q. — 375. Why not near the rear end of the train? 

A. — Because of the liability of breaking in two if the 
engineer releases when going slowly. 

O. — 376. In setting off cars what should be done? 

A. — The stop cocks or angle cocks should be closed 
first and the hose parted by hand and hung up properly, 
the cars set in the side track, the air brake released if ap- 
plied, and the hand brake set before leaving it. 

Q. — 377. Why not set the hand brake before re- 
leasing the air brake? 

A. — On some cars it would be set too tight and be 
liable to break the chair when the pressure on the piston 
of the brake cylinder was released. On others it would 
not be set at all. 

O. — 378. When cars are to be left alone for any 
length of time on a grade and have the air brakes applied, 
what should be done? 

A. — The air brakes should be released, and the hand 
brakes set. 

Q. — 379. What is the proper way to release a brake 
with the release valve? 

A.— The release valve should be held open until* the 
air commences to escape from the triple valve. It should 
then be closed, for if it is held open longer it has a ten- 
dency to set the other brakes. 

Q. — 380. In picking up cars, if they are found cut 
out, is it an assurance that the brakes are in bad order 
on those cars ? 

A. — No ; they should be cut in and tested, unless it 
IS plainly seen that they are in bad order. 

Q. — 381. When is it permissible to cut out cars? 

A. — Only when they are in such a condition as to 
render it impossible to operate them. 



164 



Q. — 382. Are small leaks sufficient cause for cutting 
out cars ? 

A. — No. Only when they are of such size that the 
air pump cannot supply them. 




FIG. 14. STANDARD FREIGHT CYLINDER 

RESERVOIR AND TRIPLE VALVE. 

(8-inch diameter by 12 inch stroke.) 

Q— 3S3. If there are numerous small leaks 
throughout the train, and combined they make sufficient 
leakage to prevent the pump from making the required 




^ 



^ 



FIG. 15. TEN-INCH PASSENGER CAR CYLINDER AND 
TRIPLE VALVE. 

amount of air pressure, which cars should be cut out 
first? 

A. — The worst leaks; if that is not sufficient or aii 
leaks about the same size, then the poorest brakes, not 



I 



^ 165 

men than three or four consecutive cars being cut cut 
however. If possible the cut out cars should be dis- 
tributed throughout the train. 

LOCATING, REPORINQ AND REPAIRING DEFECTS. 

Q. — 384. Sometimes plain triple valves are found 
on engines, tenders or cars where there is a con- 
tinual escape of air or blow through the exhaust port 
while the fcrake is released. What could cause this 
trouble ? 

A. — It may be simply a little dirt on either the 
slide valve or four-way cock, or it may be that the slide 
valve has caught on a shoulder formed by wear and is 
unseated. Sometimes lightly tapping on the outside of 
the valve will stop the blow. At others it is necessary 
to turn the four-way cock into the straight air position 
and back again to the automatic position a couple of 
times. 

O. — 385. Should these remedies fail, where and 
how would the trouble be located? 

A. — The only parts that could cause such 
trouble have been mentioned, the four-way cock and the 
slide valve. In the event of the four-way cock leaking, 
the air would pass from the train pipe connection into 
the brake cylinder and thence back under the slide valve 
and out at the exhaust port. To locate which part is 
causing the trouble apply the brake, and if the blow con- 
tinues after the brake is applied, the trouble must be in 
the slide valve, as this valve should have the exhaust port 
closed at this time. Should the blow stop when the 
brake is applied, it is reasonably certain to be in the four- 
way cock. However, these slide valves have been known 
to wear so as to be tight when in the application position 
while they would leak in release and vice-versa. 

O. — 386. Assuming that the slide valve was found- 
to be leaking through wear or other cause, how should 
it be repaired? 

A. — ^The valve and seat should be trued up and any 
shoulders caused by wear removed, they should then be 



166 

scraped to as near a perfect bearing as possible, and then 
rubbed down with either ground glass or float emery. 

O. — 387. How would the four-way cock be repaired 
if defective? 

A. — Very much the same way, only especial care is 
required to prevent getting all the bearing at the small 
end of the plug. The large end of the plug cutting down 
more rapidly is the cause of this. 

Q. — 388. Sometimes a plain triple is found that 
will release all right wuth the light engine or short train, 
but when the engine is coupled to a long train the tender 
brake refuses to release or ''sticks.'' This will some- 
times occur where the proper amount of excess pressure 
is carried, the main drum being free from water, the 
proper size auxiliary reservoir under the tender and the 
piston travel adjusted at 7 inches. What would be the 
cause under such circumstances? 

A. — It is evident that for some cause the train pipe 
pressure cannot be increased over the auxiliary reservoir 
pressure on the tender, otherwise the brake would re- 
lease. Having the proper pressure and volume in the 
main drum and the proper piston travel, the trouble must 
lay in the triple valve. The only part of the triple valve 
that could cause this trouble is the packing ring of the 
triple valve piston being an improper fit. This ring 
should separate train pipe and auxiliary pressures. If 
it did so. train pipe pressure could be increased over the 
other. If it is too loose and allowed the air pressure to 
feed past it, the train pipe pressure could not be so in- 
creased, and the brake would fail to release, or would 
"stick." 

Q. — 389. How could this occur with a long train 
but not with a short one or the light engine r 

A. — Because of the greater volume of the long train 
pipe woiild cause a more gradual increase in the train 
pipe pressure. With the short train or light engine the 
train pipe pressure would be increased above the auxiliary 
pressure before the air could feed past the defective 
rinof. 



167 

Q. — 3.90. In repairing this triple valve, hov/ should 
the packing ring fit the cylinder ? 

A. — It should be scraped as near as possible to a 
perfect bearing all the way round the cylinder, and when 
fitted the two ends should come as close together as 
possible and work free. After scraping, the ring should 
be rubbed down with a little oil. When grinding ma- 
terial can be used it is advisable to do so. Fitting pack- 
ing rings is particular work, and requires considerable 
accuracy. In the absence of the proper facilities for do- 
ing the work as it should be done, the valves should be 
sent to the manufacturers for repairs. 

Q. — 391. Is there any other cause for this same 
trouble, brakes ''sticking/' that operates in the same way 
as the preceding one ? 

A. — Yes. With the triple valves of the old center 
feed type in which^ a pin extended from the graduating 
stem through a central port in the triple valve piston. If 
this pin is broken off and the central port left full size 
the same results, brakes ''sticking" will follow. 

Q.: — 392. In a case of this kind, what repairs should 
be made ? 

A. — The top of graduating stem should be smoothed 
oft*, the central port plugged up securely and the feed 
groove cut in the bushing and piston. 

O. — 393. Why is it that this feed groove cannot be 
increased in size, the object being' to charge the auxiliary 
reservoir faster? 

A. — Because if it is increased in size the head cars 
would charge much faster than the rear ones, even with 
all feed grooves of uniform size. Charging more rap- 
idly they would also charge higher, and the rear auxil- 
iaries drawing the air from the train pipe below the pres- 
sure in the head auxiliaries would cause the head brakes 
to apply. 

Q. — 394. In case a triple valve is in such condition 
that the brake cannot be applied in either service or em- 
ergency with the auxiliary reservoir fully charged, what 
could be the trouble? 



168 

A. — It is possible that a careless workman in re- 
placing the graduating stem has put it in from above the 
gasket in the lower cap. If this is the case it would pre- 
vent the application of the brake. 

Q. — 395. Suppose an instance is found where it is 
impossible to charge the auxiliary reservoir with full 
train pipe pressure where v/ould the trouble be located? 

A. — In some of the passages leading to the auxiliary 
reservoir. These are the feed ports and the passage down 
one side of the triple valve. If the feed port was clogged 
with dirt, either the one in the bushing or the one on the 
back of the piston, it would cause this trouble. The pas- 
sage in the side of the triple might be closed by the gas- 
ket on the lower cap, or the cap i'tself, being turned one- 
third way round. 

O. — 396. Frequently quick-action triples will be 
found where there is a continuous blow out of the exhaust 
port, the same as was cited with the plain triple valve. 
What could cause this? 

A. — Sometimes it is dirt under the slide valve or on 
the seat of the emergency valve. This can often be rem- 
edied by jarring the triple valve lightly around the em- 
ergency valve. Should this not stop the blow, applying 
the brakes in quick action by parting the hose and open- 
ing the angle cock quickly, then releasing the brakes and 
repeating the operation if necessary, will sometimes stop 
it. This serves to dislodge the dirt allowing the valve 
to seat properly. 

Q. — 397. Should neither of these remedies prove 
effectual where could the leak be ? 

A. — It might be due to a defective gasket on the em- 
ergency valve, a leaky slide valve, a defective check valve 
case gasket, a defective gasket between the triple valve 
and brake cylinder in passenger service or auxiliary in 
freight service, or a leaky tube through the freight aux- 
iliary. 

Q. — 398. How could the defective part be located 
without taking the triple valve down? 

A. — The leaky emergency valve and check valve 



1 

■^ 



160 

case gasket produce the same results and are reached by 
taking the same parts down. To ascertain if it is either 
of these parts, charge the car up fully and then close the 
cut-out cock in the branch pipe. If either of these parts 
are leaking 'they reduce train pipe pressure, and as soon 
as the cut-out cock is closed ithe reduction will be sufifi- 
ciently rapid to apply the brake. If the brake applies and 
the blow stops, the trouble lies in either the emergency 
valve or the check valve cas-e gasket. If the blow con- 
tinues and the brake does not apply, it indicates that 
these parts are all right. The cut-out cock should then 
be opened and the car recharged, after which the brake 
should be applied lightly in service application. If the 
blow continues after the brake is applied, the trouble lies 
in the slide valve, as it should close the exhaust port at 
this time. If the blow stops when the brake is applied it 
is reasonably certain to be in the gasket between the triple 
and brake cylinder or auxiliary, as the case may be. The 
bursted tube through the freight auxiliary would act this 
same way, and exceptional cases of leaky slide valves have 
been known where they were tight in the application pos- 
ition. 

Q. — 399. In replacing the worn out seat of the 
emergency valve w^ith a new one, what material should 
be used for the new one? 

A. — Only solid rubber. Leather should not be used 
as it is too hard. The ordinary sheet rubber, that is com- 
posed of alternate layers of rubber and canvas, should 
not be used either as the outside layer of rubber soon 
wears ofif leaving the canvas to form the joint, some- 
thing it will not do satisfactorily. 

O. — 400. In handling a train of fifteen air-braked 
cars, the engineer starts to make an application of the 
brakes with about five pounds reduction. The brakes 
apply lightly and are felt on the engine to be doing their 
work. A few moments later the engineer makes a fur- 
ther reduction of about three pounds, and as soon as he 
does so the brakes take hold viciously as though quick 
action had ensued accompanied by a further falling of the 



170 

black pointer and a stoppage of the train pipe exhaust. 
Presumably quick-action did occur, what would cause 
a quick-action application in the service stop position as 
stated ? 

A. — Evidently on one or more cars the auxiliary 
reservoir pressure had not reduced from the initial pres- 
sure of the first reduction. This could occur through the 
graduating valve not opening due to a broken graduating 
pin. The auxiliary reservoir pressure on this car not 
reducing on the first train pipe reduction left the auxiliary 
pressure five pounds higher than the train pipe pressure. 
As soon as the second reduction was made, the auxiliary 
pressure was sufiicientiy stronger than train pipe pres- 
sure to overcome the resistance of that pressure and the 
graduating spring, forcing the triple valve to the quick- 
action position. This one car going into quick action 
caused the rest of the train to go into quick action, hence 
the jerk and the fall of the black pointer. 

Q. — iOl. How would the defective car be located? 

A. — By applying the brakes with a five pound re- 
duction and then examining the brakes to see which one 
is not applied. If more than one is found, place a man to 
watch each car not applied and then follow up with an- 
other light reduction. When the defective car applies in 
quick action, the man watching it will readily recognize 
the fact. The defective car should then be cut out by 
closing the cut-out cock in the branch pipe, and the auxil- 
iary drained of all air. If on a passenger train the re- 
lease valve should be left open. 

Q. — 402. In repairing such a triple valve, how 
should the graduating pin be replaced ? 

A. — It should fit tight in the piston stem, should not 
be long enough to catch on the slide valve and should be 
soldered in place. The graduating valve should work 
freely on it after it is in place. 

O. — 403. An engineer starting with a train of five 
cars attempts to make a reduction in service position of 
about five pounds. Immediately all brakes apply in quick 
action. They pick up five more cars, making a total of 



171 

ten cars and all 'brakes work nicely. The train proceed? 
to a junction where the last five cars picked up are set out. 
When the engineer attempts to make a service application 
of five pounds with the original five cars, quick action 
again ensues. What could cause sudh a trouble? 

A. — A broken or very weak graduating spring in one 
of the original five cars. 

Q. — 404. Why does it not do the same when more 
cars are coupled up the defective car being retained? 

A. — The volume of air in the train pipe is increased 
by the additional number of cars causing a more gradual 
reduction of pressure. The opening through the brake 
valve remains constant at all times, and the reduction is 
made fast enough to cover the leakage grooves on long 
trains. This reduction would be too rapid for short 
trains were it not for the graduating spring. With long 
trains the graduating valve reduces auxiliary reservoir 
pressure as fast as the brake valve reduces train pipe pres- 
sure, thus preventing quick action in the service stop 
position. With short trains the graduating port is not 
large enough to do this, and the graduating spring as- 
sists in preventing quick action. The absence of this 
spring will cause quick action in the service stop position 
on ^hort trains. 

Q. — i05. Why not increase the size of the grad- 
uating port then and avoid the use of the spring entirely? 

A. — Because it would make 'the triple valve less sen- 
sitive to a quick action application. These ports are all 
proportioned one to the other and to the size of the 
auxiliary reservoir. That proportion must be maintained. 

O. — 406. An engineer on a passenger train had an 
occasion to use the emergency application, the train 
being equipped with quick action triple valves, and after 
stopping, when the brake valve handle was placed In re- 
lease position, the brake at first released, but the hands 
on the gauge kept falling and in a few minutes all brakes 
were applied again, the handle remaining in release posi- 
tion. Upon inspecting the train to ascertain the cause, 
one car was found where there was a terrific blow 



172 

through the exhaust port of the triple all the time while 
the brake remained applied. Haw would such a trouble 
be located? 

A. — It 'was evident that when the handle was placed 
in release position, the train pipe pressure was momen- 
tarily strong enough to release the brakes on at least a 
part of the train. Then a constant decrease in train pipe 
pressure caused those 'brakes that were released to apply 
again. The blow through the exhaust port, being the 
only noticeable defect, must have come from the train 
pipe. The only way that such a case could occur would 
be through the emergency valve remaining open thus 
permitting the air to pass from the train pipe into the 
cylinder and thence out through the exhaust port. This 
valve might (be held open by the emergency piston stick- 
ing in the guide in the emergency valve seat when it came 
down in quick action. The emergency valve might also 
be held open by sticking in the emergency check valve. 

Q. — 407. How could S'uch a brake be released? 

A. — Close the cut-out cock and let all the air out 
of the auxiliary reservoir through the release valve, then 
cut it in quickly. The brake would then work all right 
in service and would set in case of emergency, but would 
have to be released by the release valve after an emer- 
gency application. 

Q. — 408. Would it be advisable to leave it cut in? 

A. — No; cut it out and report it to the inspectors 
for repairs. 

Q. — 409. An engineer finds that when he makes an 
application of the brakes, the driver brake takes hold but 
does not remain applied, but gradually leaks ofif. What 
should he report? 

' A. — He should first ascertain if the pipe connections 

from the triple valve to the brake cylinders are tight. If 
it is the driver brake of the pull up type, he should then 
note whether there is any leakage at the stuffing boxes 
of tlhe brake pisitons. If there is no leakage at either of 
these joints, he should then examine the cylinder head 
joints for leaks at the end where the air is admitted. 



173 

These being known to be tight, the trouble would be in 
the brake cylinder packing and he should so report. 

Q. — 110. Suppose he reported that with a service 
application his driver brake would not set at all but would 
set with an emergency application, the auxiliary reser- 
voir being fully charged in each case and the brake valve 
being known to be in perfect order. Where could the 
trouble be ? 

A. — Probably the expander ring in the brake piston 
has either been left out entirely or is out of place. Bad 
packing leathers might also cause this. 

0. — 111. How could one trouble be distinguished 
from the other? 

A. — With the expander out of place or gone, the 
brake would set and stay applied, when applied in tlie 
emergency. With bad packing leathers it would set but 
would leak ofif again. 

Q. — 412. The engineer reports that the driver brake 
applies all right on making a reduction in train pipe pres- 
sure, but will release through the triple valve if allowed 
to remain applied for a few moments. Where would the 
trouble be located? 

A. — It is either a leak in the auxiliary reservoir or its 
connections or else the rotary valve is leaking. 

Q. — 413. Could bad packing leathers in the cylin- 
der cause this? 

A. — No. Bad packing leathers would only allow the 
brake to leak off and as they could not reduce auxiliary 
reservoir pressure, could not possibly cause the triple 
valve to move to release position. 

Q. — 414. An engineer notices that with the brake 
valve handle in full release position, the red pointer on the 
gauge shows five pounds more pressure than the black 
pointer. What should he report? 

A. — The air gauge out of order. With the brake 
valve in full release position a direct opening is made 
from the main drum into the train pipe, hence these two 
pressures must be equal. If the gauge does not reg'ster 
them so it must be out of order. 



174 

Q. — -115. With the Plate D 8 brake valve, when the 
handle is placed in running position the engineer finds 
that instead of carrying 20 pounds of excess pressure, the 
valve carries 30 pounds excess and so reports. Where 
could the trouble be? 

A. — In the excess pressure valve 'being gummed up 
or the spring too stiff. The valve should always be 
cleaned before adjusting the excess pressure spring. 

O. — 416. What should be done to get the excess 
pressure valve out to clean it or to adjust the spring? 

A. — First close the stop-cock in the train pipe imme- 
diately under the brake valve to prevent the operation of 
the brakes. Then place the brake valve handle in the 
emergency position to drain the remaining portion of the 
train pipe. After doing this the excess pressure valve 
and spring can be removed without any trouble. 

Q. — 117. Why would it not do equally as well to 
place the brake valve handle on lap position without go- 
ing to the emergency? 

A. — Because there is train pipe pressure behind the 
excess pressure valve that m.ust be gotten rid of before 
the cap nut is removed. 

Q. — 118. Suppose that the engineer reports that 
with the brake valve handle in running position no air 
passes in to the train pipe at all, where would the trouble 
be located? 

A. — In the running position the excess presstlre 
valve is the one that opens the feed port. As no air goes 
into the train pipe it is evident that the excess pressure 
valve did not open from some cause, probably gum. This 
valve should be removed as before described, and the 
gum softened up by heat, or other suitable means, avoid- 
ing scraping, and replaced as dry as possible, oil on the 
valve only serving to form a foundation for a second 
coating of gum. 

Q. — 119. ShouM it ever become necessary tc grind 
in the excess pressure valve, how should it be done? 

A. — A guide should be made the size and shape of 



175 

the cap nut, to steady the ■\'?,'Ye and hold it true to its 
seat. 

Q.- — 420. Why is^t that 'the brakes sometimes apply 
with the brake valve handle in the running position, Plate 
D 8 valve? 

A. — It is due to the lack of excess pressure. With 
this brake valve the excess pressure must be obtained be- 
fore any air can pass into the train pipe when the handle 
is in running position. If a little care is exercised not 
to loose the excess pressure when making the release, this 
trouble will not be experienced. 

Q. — 421. An engineer in handling a train of six 
cars finds that after making a reduction of train pipe pres- 
sure the blow from the train pipe exhaust will not stop 
entirely as long as the brake valve handle is on lap posi- 
tion. If the handle is placed on the shoulder between 
lap and running positions the blow stops almost imme- 
diately. The blow will not occur there, nor in running 
or release positions but if the handle is placed on lap 
positions again the blow will resume. What should he 
report ? 

A. — A leak in the * equalizing reservoir or its con- 
nections. This leak serves to reduce the pressure in the 
chamber above the equalizing piston, and the piston is 
held up by the train pipe pressure to make a correspond- 
ing reduction in that pressure. 

O. — 422. Where could such a leak occur? 

A. — In the train pipe connection leading to the 
equalizing reservoir, or in a drain cock to the equalizing 
reservoir, if one is employed. In the pipe connection to 
the black pointer, or in the gasket above the equalizing 
piston. The latter would be a leak to the atmosphere. 
Where the pump governor is connected to the equalizing 
reservoir pressure a leak in the governor or its connec- 
tion would cause this same trouble. 

O. — 423. Why is it that such a leak is scarcely 
noticeable with a light engine, but when coupled to a 
train is very noticeable? 

A. — Because with a light engine the volume of train 



176 

pipe pressure is so small that it only requires a small 
amount taken ofif to make the required reduction. This 
small amount escaping is hardly noticeaible. With a long 
train the volumie is so much greater that it requires a 
much larger amount to escape to keep the train pipe 
pressure equal to the pressure in the equalizing reservoir. 

Q. — 424. Why does the blow stop if the brake valve 
handle is put on the shoulder between lap and running 
posuions or in running or release positions ? 

A. — Because on the shoulder or other positions named 
the equalizing port between the train pipe and equalizing 
reservoir is opened, thus keeping the two in communica- 
tion. On lap they are separated, this port being closed 
and the reduction in the- equalizing reservoir pressure can 
occur. 

Q. — 4:25. An engineer finds that when backing 
down to couple to his train that the driver and tender 
brakes hold when applied in service stop position, but 
after coupling to his train he cannot apply any brakes in 
service, but can apply all brakes in the emergency. He 
notices that while attempting to apply the brakes in ser- 
vice stop position that he gets no discharge from the train 
pipe exhaust, although he gets the ordinary discharge 
through the preliminary port. At the same time the black 
pointer, if it falls at all, falls very slowly. What should 
he report? 

A. — The gasket above the equalizing piston burned 
out or cracked between the train pipe port and the cham- 
ber above the piston. He should also give the symptoms 
when reporting. 

Q. — 426. How could the gasket, being burned out 
or cracked, cause this trouble? 

A. — The equalizing piston can only be raised by 
making the train pipe pressure stronger than the equaliz- 
ing reservoir pressure. This is done by reducing the 
latter pressure. If anything connects the two pressures 
in service stop, the equalizing reservoir pressure cannot 
be reduced below the train pipe pressure, and as a con* 
sequence the piston will not raise. 



i 



177 

Q. — 427., How could such a brake valve apply th^ 
brakes on a 'light engine if this trouble existed? 

A. — Because when the preliminary port was opened 
and the pressure above the piston escaped, the train pipe 
pressure would flow through the defective gasket into 
the chamber above the piston, thus holding it down. But 
in doing so it would reduce the pressure in the short 
train pipe. sufficiently fast to cause the application of the 
brakes. With the volume of the longer train pipe the 
discharge through the preliminary port would not be suf- 
ficiently rapid to apply the brakes. A bad packing ring in 
the equalizing piston would cause this same trouble, but 
it is rarely met with. 

Q. — 428. Should the brake valve handle be placed 
in service stop position and the discharge from the pre- 
liminary port be weak, what would be the probable cause 
of the trouble ? 

A. — A reduced area of the preliminary port due to 
obstructions of foreign matter. 

O. — 429. The engineer finds that with the light 
engine, or a short train, he cannot carry any excess pres- 
sure with the brake valve handle in the running position. 
He also has trouble with the driver brake releasing while 
the brake valve is on lap position. When the engine is 
coupled to a long train he has no trouble at all either in 
carrying the excess pressure or with the driver brake. 
What should he report? 

A.— A leaky rotary valve. It is evident that the air 
pressure is feeding from the main reservoir into the train 
pipe thus preventing the accumulation of the excess pres- 
sure. Another evidence of this is the driver brake re- 
leasing. To release the driver brake there must be either 
an increase in train pipe pressure or a decrease in auxil- 
iary pressure. The non-accumulation of excess pressure 
points to the increase in train pipe pressure, in which case 
the rotary valve is part at fault. 

Q. — 430. If it is a leaky rotary valve, how can the 
diflference in the length of the train afifect the result? 

A. — ^^The longer the train the more train pipe leakage 



178 

3^511 be encountered. This train pipe leakage will allow 
the accumulation of excess pressure and also hold the 
train pipe pressure dow^n while the brake valve handle is 
in lap position, thus holding the driver brake applied. 
If both trains were absolutely tight the same results 
would be noticed in each case. 

Q. — 431. Why should the driver brake release 
while the rest of the brakes remained applied? 

A. — Because possibly the driver brake has a longer 
piston travel than the rest. Or, with equal piston travel, 
it is the nearest to the brake valve and would thus be 
first to be affected. If allowed to remain long enough all 
brakes would eventually release, everything else being in 
good order. 

Q. — 432. How can it be definitely ascertained 
whether the rotary valve is leaking or not? 

A. — The surest method is to place the brake valve 
handle in service stop position, draining the train pipe 
and equalizing reservoir. Then open the release valves 
and drain the auxiliary reservoirs, after which cut out the 
driver and tender brakes and move the handle to lap po- 
sition, maintaining full drum pressure. Next open the 
angle cock on the rear of the tender and immerse the 
hose in a bucket of water. If any bubbles appear, the 
number and size indicate the extent of the leakage past 
the rotary valve. 

O.— 433. In facing a leaky rotary valve, how should 
it be done? 

A. — The valve and seat should be trued up in a lathe 
if possible, using very light cuts on a steady running 
lathe. If this kind of a lathe is not accessible, the seat 
should be scraped to as near a perfect bearing as possible, 
after which it should be rubbed down wtih ground glass, 
float emery or other suitable material, avoiding the use 
of coarser grades of emery as they bed into the brass 
and cut too n\uch. 

Q. — 134. With a Plate E-6 brake valve the engineer 
notices that when the brake valve is in running position, 
that the black pointer gr:::dually creeps up until main 



179 

drum and train pipe pressure are equalized at 90 pounds, 
or whatever the pump governor is adjusted to. This 
occurs with a Hght engine or short train only, and upon 
test we find the rotary valve to he tight. Where could 
such a trouble be? 

A. — It may be dirt on the feed valve preventing it 
seating properly or it may be the feed valve gasket being 
broken between the feed ports. 

Q. — 135. How could it be distinguished from the 
leaky rotary valve? 

A. — By the fact that with a leaky rotary valve the 
trouble would also exist on lap position, while with the 
trouble mentioned it only occurs in running position. 

Q. — 436. How should the feed valve be cleaned of 
dirt and gum? 

A. — By heating it sufficiently to soften the gum. It 
may also be removed by the use of benzine, lye or some 
other agent that will cut the grease. The valve should 
not be scraped, however, as having a soft metal seat it 
is very easy to injure the joint that the valve makes on 
the seat. 

Q. — 437. Complaint is made of a brake valve that 
it sometimes requires a reduction of from five to twenty- 
five pounds in the pressure above the equalizing piston, 
before any action of the piston will be obtained. Upon 
investigation we find that with the valve handle in run- 
ning position, Plate E 6 valve, the two pointers equalize 
at 90 pounds. Reducing the pressure to 85 pounds and 
leaving the handle on lap position for a few moments, 
the black pointer gradually creeps up to the red pointer. 
The brakes, however, remain applied. When the handle 
is moved to the service stop position for a second re- 
duction, it is found necessary to reduce the pressure above 
the piston to a point slig'htly lower than where we left it 
before, at eighty-five, before action of the piston is ob- 
tained. How could this occur? 

A. — It is evident from the fact that the brakes do 
not release on lap position that the air is not getting into 
the train pipe. The increase of pressure on the black 



180 

pointer proves, however, that air is passing into the cham- 
ber above the piston or the equaHzing reservoir. This 
would account for the heavy reductions necessary to get 
action of the equalizing piston. A leak from the main 
reservoir to the equalizing reservoir would do this, and 
as it is hardly liable to occur in the rotary valve, the 
trouble probably is in the gasket above the equalizmg 
piston leaking from the main drum port to the equalizing 
reservoir port or the central chamber. 

Q. — 4:38. Some engineers complain that with the 
Plate E 6 brake valve, if the handle is brought to run- 
ning position the driver and tender brakes will apply, pre- 
sumably caused by a leak in the train pipe. How is it 
that brakes will be applied this way by a comparatively 
small leak in the train pipe when this valve is especially 
designed to supply leaks when placed in running position? 

A. — The trouble is not the brake valve, but that it 
operates that way is due to the manner in which it is 
handled. The trouble is caused by the engineer leaving 
the valve handle in full release position until the train 
pipe is charged to more than what the feed valve is ad- 
justed to carry. This causes the feed valve to close, and 
with the valve handle in running position the feed valve 
cannot open until the train pipe pressure has reduced be- 
low the tension of the adjusting spring. This reduction 
is what causes the brakes to apply. 

Q. — 439. Upon testing the brakes on an eng;ine just 
out of the repair shop they are found to work as follows : 
With full train pipe and main drum pressures if the han- 
dle is brought to lap position, the black pointer will fall 
to the pin almost immediately. At this time, on lap, there 
is a heavy, quick discharge through the train pipe service 
exhaust, and the brakes will apply in the emergency. If 
the engine is coupled to one or two cars equipped with 
quick-action triple valves, quick action will follow. How 
could such an action be accounted for? 

A. — The black pointer falling so rapidly would indi- 
cate a very small volume of that pressure. Possibly the 
equalizing reservoir is full of water or a blind gasket 



181 

inserted in the connection to it. There must be some leak 
from that pressure to cause the reduction on lap position. 
This leak may occur at the gauge connection, the equal- 
izing reservoir connection, or the gasket above the equal- 
izing piston leaking from the chamber to the atmosphere. 
Q. — 140. An engineer complains that when his en- 
gine is coupled to a long train he cannot obtain the re- 
quired amount of train pipe pressure, 70 pounds, with 
the brake valve handle in running position, Plate E 6 
valve, while if the engine is attached to only a few cars, 
or if the angle cock is closed a few cars from the engine 
with a long train, the proper pressure is obtained with- 
out readjustment of the feed valve. How could this 
occur ? 

A. — ^With the long train, when very nearly the maxi- 
mum pressure has been attained, the feed valve piston 
starts downward, but as it descends the tension of the 
feed valve spring increases until a point is reached where 
it is equal to the air pressure above the piston. At this 
time the feed valve is partly closed. This partial closing 
of the feed valve cuts off the supply to the train pipe to 
such an extent that the train pipe leakage is just suf- 
ficient to prevent any further increase. With the short 
train and less leakage the partial closing of the feed 
valve is not enough to prevent the increase, so the fuU 
pressure iSi,attained. This might cause a variation of two 
or three pounds. 

Q. — 441. The engineer notices that the air pump 
begins to pound badly after pumping up a long train. 
What could be the trouble? 

A. — The pump may be dry, appearances would indi- 
cate that to be the trouble having run fast for a consid- 
erable length of time. It might have also worked the 
bolts loose that fasten the pump to its brackets. If the 
brackets were weak or loose on the boiler they would 
cause the same trouble. 

0. — 442. Is there any other cause for the pump 
pounding? 



182 

A. — Yes. Too much lift of the air valves, or tight 
packing rings in the main valve and reversing piston. 

Q. — 143. What is the proper lift for the air valves? 

A. — For the 6-inch pump, ^-linch for the receiving 
and 1-16-inch for the discharge valves. For the 8-inch 
pump, ^-inch for the receiving- and 3-32-inch for the 
discharge valves. For the 9^-inch and 11-inch pumps 
3-32-inch all around. 

Q. — 444. In handling a long train of air-braked cars 
the engineer has trouble with the pump running hot. 
What could cause the trouble ? 

A. — Leaving the handle of the brake valve on lap 
position the pump running fast would accumulate an un- 
usually high main drum pressure. (This with any brake 
valve except the Plate D 5 or E 6.) Bad packing rings 
in the air piston. The packing in the stufhng box being 
too tight where fibrous packing is used. Too little lift 
of the air valves or stuck valves. The ports and passages 
being gummed or clogged up due to an excessive amount 
of poor quality of oil being used in the air cylinder of the 
pump. Any one or all of these troubles would produce 
the effect mentioned. If the pump and pipes are in good 
condition it should not run hotter than the natural heat 
of compression. 

O. — 445. Should the pump run hot what should be 
done by the engineer? 

A. — ^First reduce the speed of the pump and then put 
a small quantity of good oil in the air chamber, running 
the pump slowly until it cools down. 

0.---146. How would the trouble be located? 

A. — The first mentioned trouble would only be 
noticed by the engineer ; he should be questioned in re- 
gard to it. The bad packing rings could be located by 
noticing the suction of the air inlets. This should be good 
for nearly the entire stroke of the pump. If the packing 
rings are good, the lift of the air valves should then be 
measured. This being correct, it leaves only one trouble 
to be remedied. 

O. — 447. If the packing rings are found to be de- 



183 

fective, how should new rings be fitted to the cylinder? 

A. — They should be a little too large so that the 
ends may lap over a little. The rings should then be filed 
or scraped to as near a perfect bearing as possible all 
the way around the cylinder. The ends should then be 
filed down so that the ring will fit the smallest part of the 
cylinder, but have the ends come as close together as 
possible and work free. The rings should fit neatly in 
the grooves in the piston. 

Q. — 448. What should be done if the cylinder is 
found, from wear, to be smaller in one part than an- 
other? 

A. — If the cylinder is 1-32 of an inch smaller at one 
part than another it should he rebored. This limit is 
fixed because 1-32-inch difiference in the diameter equals 
3-32-inch difiference in the circumference. With a cylin- 
der worn that much the rings would gap open 3-32-inch 
at the large end while they butted together in the smaller 
diameter. 

Q. — 449. In fitting new air valves, what rules 
should be followed ? 

A. — ^The valve should have a good bearing on the 
seat, but not too wide. In filing the tip of the valve oft 
to give the required lift, it should be filed squarely that 
it may have a good full bearing where it strikes the top, 
and not appear to have the proper lift when it really has 
not. 

Q. — 450. If the ports or passages are gummed up, 
how may they be cleaned out? 

A. — By working a strong, hot solution of lye or 
potash, and water through it. If the engine is to remain 
in the round house long enough, the air cylinder and 
ports maybe filled with this and allowed to stand until it 
has cut out all the gum. If the time will not permit of 
this then the solution should be worked through the pump 
by running it slowly on to the main drum, providing no 
hose coupling intervenes between the pump and the drum. 
In the event of a hose coupling in the discharge pipe it 
should be removed and the water allowed to work out 



184 

of the end of the pipe. The solution mentioned may 
then be worked through the pump, and if not too dirty 
may he caught and worked through the pump a second 
time. If it is not used a second time sufficient should be 
prepared to give the pump a thorough cleaning. After 
working this through the pump a quantity of fresh water [i 
sufficient to thoroughly rinse the pump should be worked 
through it. The pump should then be packed freshly un- 
less metallic packing is used. This method is sufficient for 
all general purposes. The use of kerosene or coal oil 
is not advisable as it frequently explodes while under 
pressure, and at best does not do the work thoroughly. 

Q. — 451. When starting an air pump at first it 
sometimes half strokes, or as is termed ''dances.'' What 
is the cause of this? 

A. — Under those circumstances, low pressure around 
the reversing slide valve, allowing it to reverse of its 
own weight. A bent reversing valve stem can also cause 
this. 

Q. — 452. When running the pump at a fair rate of 
speed, if it makes irregular strokes, or ''goes lame/' 
where would the trouble be located? 

A. — Probably in the air valve. As a rule these are 
the parts that make the pump w^ork irregularly. 

Q.— 453. What would be the trouble? 

A. — One valve might be stuck or broken. 

Q. — 454. How could it be located which end was 
causing the trouble ? 

A. — By noticing the suction at the air inlets. The 
end with the broken or stuck valve would have no suction. 

Q. — 455. What should the engineer do to get the \ 
pump to w^ork regularly. 

A. — If the valve is stuck he should tap lightly on the 
outside of the pump directly over the troublesome valve 
to get it loose. If it continues to stick after doing this, 
and there is not sufficient time to permit of removing and 
cleaning it, he should introduce just a few drops of oil 
to that valve after the pump is working regularly. This 
oil serves to soften the gum on the valve and keep it 



185 

working regularly. The pump should 'be reported cleaned 
at the terminal. 

Q. — 456. If the air pump stopped in service from 
an unknown cause, what would be the simplest and easi- 
est way to try and start it again ? 

A. — Close the air pump throttle and leave it closed 
for a short time, then open it quickly. The pump lubri- 
cator should be shut off before trying this to avoid empty- 
ing it. 

Q. — 457. If that failed to start the pump, what oth- 
er method might be tried? 

A. — Tapping lightly on the cap over the reversing 
cylinder. 

Q. — 458. Why not the one over the reversing valve? 

A. — First, because the trouble is not there. Second, 
it is liable to fracture the cap nut on account of the port 
running up almost to the top of it. 

Q. — 459. Should that fail to start the pump, what 
should be done? 

A. — The cap nut over the reversing piston should be 
removed and the reversing piston taken out and ex- 
amined. If one packing ring is broken but the other 
good, all broken pieces should be removed and the pump 
run with one ring until the repair shop is reached. If 
both rings are broken they should be removed and candle 
wicking may be wrapped in the grooves for a temporary 
packing. 

Q. — 460. What if these rings are in good condition 
but just appear dry? 

A.— Oil it well and try the pump again. The pump 
Vv^ill sometimes stop for lack of oil. 

Q. — 461. If the reversing piston is all right what 
should be done?, 

A. — The reversing valve stem should be removed to 
see that it is in good condition. 

Q. — 462. This being in good condition, what should 
next be examined ? 

A. — The top head should be removed and the main 



186 . 

valve e^s^amined. The reversing plate will also be exposed 
by this operation. 

O. — 463. Is it always necessary to go through this 
routine ? Take as an example a pump that blows through 
into the exhaust as soon as the steam Is turned on. 
Should the reversing piston be examined for the trouble ? 

A. — No. In locating air pump troubles, as in every- 
thing else, a little thought must be given to cause and 
efifect. The fact of steam blowing through into the ex- 
haust eliminates the reversing piston from the case. The 
m.ain valve opens and closes the exhaust port, and along 
with the packing rings in the steam piston, is the divid- 
ing line between the steam and exhaust ports. As the 
packing rings in the steam piston seldom if ever blow 
badly enough to prevent the operation of the pump, the 
trouble must be with the main valve. Hence we would 
go directly to that par4:, letting the rest go. 

Q. — 464. What could be the trouble with that 
valve? 

A. — Either of the ends might have come off, the 
packing rings be broken or the stop pin in the interme- 
diate head be broken off. 

Q. — 465. How should this stop pin be replaced if 
broken? 

A. — It should be driven in from above to a shoulder 
and riveted over on the outside. It should never be 
screw^ed in from the outside, as it is liable to work loose 
when so put in. Pumps of recent manufacture have this 
stop pin cast solid with the intermediate head. 

O. — i66. Another pump starts when the steam is 
turned on and makes a downward stroke, but stops at the 
"lower end of the cylinder. What should be done first? 

A. — The cap should be removed from above the re- 
versing piston and steam turned on lightly to see if it 
comes over to the reversing cylinder. If it does so it 
proves -that all the ports to and from the reversing slide 
valve bush are free and unobstructed. It also proves that 
the reversing valve stem is all right. As steam gets to 
the top of the reversing piston, it is evident that for some 



187 

reason it cannot overcome the upward pressure of the 
main valve. This may be due to bad packing rings in 
either, or both, the reversing piston or the lower end of 
the main valve. 

Q. — 4:67. Another pump is reported as stopping fre- 
quently, but will start promptly if the cap nut over the 
reversing piston is tapped lightly. Upon removal of this 
cap nut the reversing piston is found to be in perfect 
condition except that it is dry. If it is oiled well the 
pump will start promptly and work for some little time. 
When it stops again the reversing piston is found to be as 
dry as before, though the lubricator has been feeding 
freely all the time. Where and how should such a trouble 
be located? 

A. — It is evident that, although oil is fed freely to 
the pump, it does not get to the reversing piston. As the 
passages are clear, or the pump would not work, the oil 
must escape through some other opening. This might 
be where the reversing valve stem passes through the 
reversing valve bush, or it might be a leak from the steam 
to the exhaust ports, in either the reversing valve bush 
or the reversing cylinder. A leak or blow at any of these 
three points will have a tendency to rob the reversing pis- 
ton of its oil. 

Q. — 468. How should the reversing cylinder and 
reversing valve bush fit the top head ? 

A. — They should make a steam tight joint between 
ports and at the ends, and should be clamped solid by 
their respective cap nuts. 

Q. — 469. Should the reversing cylinder ever be 
faced oflf to allow it to be forced down further on the 
taper fit, that it may fit tighter in the head ? 

A. — No. That would practically lengthen the re- 
versing piston stem and destroy standards. 

Q.— 4*^0. An engineer finds, when running the 
pump preparatory to coupling to the train, that the gov- 
ernor fails to stop the pump. The governor has operated 
correctly previous to this day and as far as is known no 
changes have been made. The only diflference in the cir- 



188 

cumsiance is the weather has turned intensely cold. 
Where would such a trouble be located. 

A. — The drain or waste pipe, is probably frozen up. j 

Q. — 4:71. Is that the only defect that would cause \ 
such a trouble? 

A. — No. A hlind gasket in this pipe, or the pipe 
clogged with dirt or gum or otherwise closed, would 
cause it. This allows the steam that may leak by the 
stem of the steam valve to accumulate under the piston, E 
holding it up against the air pressure above it. 

Q. — 472. Is there anything that could prevent the 
governor from stopping the pump except this drain pipe? I 

A. — Yes. The diaphragm valve being too long, or 
its port closed by gum or dirt, would prevent the air pres- 
sure from passing to the top of the piston. The dia- 
phragm body being so thick or the recess in the spring 
box so shallow as to prevent the diaphragm valve from 
raising the proper distance. Leakage past the packing 
ring in the piston, if sufficiently great, or leakage in any 
of the joints above the piston if sufficient when combined 
to prevent the accumulation of pressure on top of the 
piston, or a bad leak in the steam valve, all tend to pro- 
duce this same result of preventing the governor from 
stopping the pump. With the governor. Fig. 11 and 12, 
if the small spring under the diaphragm valve head is 
absent, the same result will follow. 

Q. — i73. How could it be definitely located wheth- 
er the trouble is in the diaphragm valve or in the piston 
and steam valve? 

A. — By disconnecting the upper from the lower sec- 
tion of the governor. Then attaching the air pressure 
connection, turn the air pressure under the diaphragm. If 
it raises with the proper pressure and opens the port the 
escape of air will readily be noticed. Should it not raise 
or the port be closed by dirt, it will definitely decide that 
the trouble is in that section, and the lower portion need 
not be disturbed. This test will also show whether the 
diaphragm valve leaks. Should the proper flow of air 
come from the port, the upper part is all right, and the 



189 

lower section should then be inspected. The relief port 
in the neck of the governor may be found to be unre- 
liable for this test, as it is very small. 

Q. — 474. The engineer finds that the governor stops 
the pump properly but fails to start it again promptly on 
a light reduction in pressure. What could cause such a 
trouble ? 

A. — The diaphragm valve being rigid instead of hav- 
ing the proper amoimt of side play. The piston being an 
air tight fit and having no relief port, or the piston be- 
ing stuck in the lower end of its cylinder. 

O. — 475. How does the rigid diaphragm valve 
cause such trouble? 

A. — By not seating properly it allows air pressure to 
feed down on top of the piston holding it down. 

O. — 476. How should the packing ring fit the cylin- 
der?'^ 

A. — Where a suitable leakage port is provided above 
the piston, the ring should be as near an air tight fit as 
possible. If no leakage port is provided, the ring should 
leak sufficiently to allow the pump to start promptly, but 
not enough to interfere wtih the operation of the gover- 
nor. 

Q. — 477. How could the piston stick in the cylinder 
as mentioned before ? 

A. — Sometimes packing rings are put in the pis- 
tons of old governors without -truing up the cylinder. 
When the steam valve, by grinding or facing, allowed the 
governor piston to travel downward slightly further than 
before, the packing ring would catch on the shoulder 
formed by the wear of the piston in the cylinder and stick. 
Jarring would cause it to loosen and start the pump, but 
until the shoulder is removed the same trouble will be 
experienced when the governor stops the pump again. 

O. — 478. When the engineer reports the governor, 
an old style, varies widely in pressure without any change 
of adjustment. Where would the trouble be located? 

A. — In the diaphragm being buckled or injured by 
having a heavy air pressure thrown against it suddenly. 



190 

Q. — 479. On testing the brakes on an engine just 
out of the repair shop, it is found impossible to obtain 
more than 23 or 30 pounds of air, at which time the gov- 
ernor will stop the pump, no matter how far the adjust- 
ing nut is screwed down. What could cause this? 

A. — A short diaphragm valve. This allows the 
strain of the adjusting spring to come on the diaphragm 
while the valve, being short, is seated. The air pressure 
having free access to the piston, as soon as sufficient pres- 
sure is accumulated on the piston to overcome the up- 
ward pressure on the steam valve the pump will stop. 
The diaphragm valve has probably been shortened by 
grinding. 

Q. — 480. If the adjusting spring should weaken, 
would it be advisable to block up on it by means of 
washers? 

A. — No. So doing would compress the spring, and 
the nearer solid the spring is compressed the less elastici- 
ty it will have. This will render the governor less sensi- 
tive. If the spring, as is liable under such circumstances, 
is compressed solid, it is then the sam.e as a solid screw, 
and is capable of exerting an extremely great force 
against the diaphragm valve and middle section of the 
governor with a slight movement of the screw, while at 
the same time, having no elasticity, the governor would 
not stop the pump. 

Q. — 481. The engineer finds that when he releases 
the brakes the signal whistle blows. Where would he 
look for the cause of the trouble ? 

A. — In the pressure reducing valve. It is allowing 
too high a pressure to accumulate in the signal pipe and 
feed back into the main reservoir when the release is 
made. This causes the reduction of signal pipe pressure 
and the whistle to blow. 

Q. — 482. What should he do to try to remedy the 
trouble ? 

A. — If it is the old style reducing valve, he should 
close the stop cocks and part the hose between the en- 
gine and train if coupled to the train, and then open the 



191 

stop cock on the rear end of the tender and leave it open 
until ready to couple up again. If the engine is not 
coupled to a train, all that is necessary is to open the stop 
cock on the rear of the tender or head end of the en- 
gine. The cap nut of the reducing valve may then be 
removed and the leaky valve worked on. It may 'be sim- 
ply dirt under the valve, if so, it can sometimes be re- 
moved by unseating the valve with a hammer handle, or 
the fingers for that matter, allowing the air pressure to 
blow the dirt off. If this will not do, the valve may be 
turned around as if grinding it, by inserting a screw 
driver or knife blade in the slot provided for that purpose. 
If the va:lve seats tightly after doing this, the trouble will 
be overcome. If it does not he should report it and have 
it ground in. If it is the new reducing valve, he should 
close the cut-out cock in the main reservoir connection as 
well as at the rear of the tender, but it is unnecessary to 
part the hose. The cap nut over the valve may then be 
removed and the valve taken out and cleaned. 

Q. — 4:83. With the old reducing valve, would a bad 
or ruptured diaphragm in that valve cause any trouble ? 

A. — Not if the waste ports in the cap of the valve 
were open. It would then only be a leak in main drum 
pressure. If those ports were plugged up, however, it 
w^ould cause the same trouble as dirt on the reducing 
valve, and allow too high a pressure to be accumulated 
in the signal pipe. This would be caused by the pressure 
equalizing on both sides of the diaphragm and prevent- 
ing the pressure from raising it against the tension spring. 

Q. — 484. An engine is reported as giving trouble 
with the signal apparatus, and the following symptoms 
are observed: First, the engine has the old style re- 
ducing valve. When coupled to one car the signal ap- 
parently operates all right, the whistle responding to each 
discharge. If six, or eight, or more cars are coupled to 
this one, but one blast can be obtained from any of the 
cars. After the first discharge the exhaust from the car 
discharge valve seems rather weaker than it should be. 
Where would the trouble be located? 



192 

A, — In the pressure reducing valve. If that valve is 
badly gummed up, especially the groove in the nut of the 
diaphragm, it will allow the pressure to feed into the pipe 
so slowly as to not recharge it in time. 

Q.— 485. An engine is reported as not giving cor- 
rect signals. On investigation it is found that when 
coupled to one or two cars the whistle responds all right. 
If more cars are coupled on no signal can be obtained at 
all, even from the cars that were tried before. Where | 
would such a trouble be located? 

A. — In the signal valve. A very loose stem, or a 
very baggy or distorted diaphragm would cause it. 

Q. — 486. How could this defect cause such trouble 
with a long train but not with a short one ? 

A. — The volume of signal pipe pressure being so 
much smaller with a short train, the same exhaust or dis- 
charge from the car discharge valve would not only make 
a much quicker reduction, but would also cause a greater 
reduction in pounds pressure in the signal pipe and on 
top of the diaphragm. 

Q. — 187. Another engine is reported as giving only 
one blast of the whistle when the signal cord is pulled 
twice. On the first discharge no blast is obtained, but 
when the cord is pulled the second time a very long blast 
is the result. It also blows frequently when running 
without any apparent cause. What is the trouble? 

A. — A tight fit of the diaphragm stem in its bushing. 
This causes the valve to not raise on the first reduction 
but on the second it raises and stays up too long, giving 
too long a blast. 

Q. — 488. Complaint is made of an engine that while 
standing in the roundhouse the whistle will blow at fre- 
quent intervals, though nobody is anywhere near the en- 
gine. What could cause such action? 

A. — It is evident that there is some leak in the signal 
pipe pressure or the whistle would not blow. This might 
be a combination of small leaks, which of course amount 
to the same as one large one. Along with this the dia- 
phragm stem of the signal valve must fit too tight or the 



193 

pressure under the diaphragm would reduce along with 
the signal pipe pressure when reduced gradually, and no 
action would follow. 

Q. — 489. Another engine is reported as giving two 
blasts of the whistle every time the cord is pulled quickly. 
What would cause this? 

A. — Too loose a fit of the diaphragm stem in its 
bushing. 

Q. — 490. How would the signal apparatus be tested 
with a testing device to ascertain its condition? 

A. — The device should be coupled to the signal hose 
of the tender and the pressure reduced quickly and al- 
lowed to feed up again to indicate the feed of the reduc- 
ing valve. This being known, a leak should be made with 
the testing valve, and gradually increased until the whis- 
tle either blows or the pressure is reduced very low. This 
is the test for a tight diaphragm stem. The pressure 
should feed past the stem and out when gradually de- 
creased without action of the valve. If the whistle re- 
sponds to a gradual leak as made this way. the stem is 
too tight. Next, after fully charging, make short re- 
ductions with the testing valve to note the sensitiveness 
of the signal valve. If the valve does not respond to 
light reductions when made quickly, and does not indicate 
a tight stem, the trouble is either in the diaphragm dis- 
torted or the stem too loose. If it responds to short, 
quick reductions, with a double blast, the trouble is in the 
stem being too loose. 

Q. — 491. Is it sufficiently accurate to test with the 
stop cock at the rear of the tender? 

A. — No. Such a test is misleading, as it does not 
give any assurance that the wbistle will blow under ser- 
vice conditions, and is injurious to the diaphragm of the 
signal valve. 

O. — 492. If the stem is found to be too tight, how 
should it be remedied? 

A. — By rubbing it down with fine emery cloth. It 
should never be ground. 

O. — 493. If it fits too loosely, what should be done? 



194 

A. — The end of the stem may be faced ofif to drop it 
down farther in the bush and give a better bearing above 
the circumferential groove. This bearing must not be 
too wide, however, or bad results will follow. 

O. — 19-1. What would 'be the trouble if the signal 
whistle did not respond to a proper discharge, the signal 
valve being in perfect order ? . 

A. — The trouble would then be in the whistle itself. 
If the whistle bell was too high or too low, or if the 
stem w^as bent so that the bell would not come opposite 
the annular opening in the bowl, any of these causes 
would produce the result mentioned. If the whistle is so 
located that the wind from an open wnndow^ blows across 
the bowl, it has been known to produce this same result. 

Q. — 195. If a very weak 'blast was obtained from 
the whistle with the proper discharge from the pipe, the 
signal valve being in perfect order, the bell of the whistle 
known to be of the proper height, the annular opening 
clean and the proper pressure carried, where would the 
trouble be ? 

A. — In the port under the end of the signal valve. 
If it was gummed up or a small particle of dirt partly 
closed it, the result mentioned would follow. 

SIZES OF MAIN RESERVOIRS. 

22y2 inches by 3-1 inches, outside, about 11,000 cubic 
inches capacity. 

24- >4 inches by 34 inches, ouitside, about 14,000 cubic 
inches capacity. 

2G>4 inches by 34 inches, outside, about 15,800 cubic 
inches capacity. 

20y2 inches by 41 inches, outside, about 12,200 cubic 
inches capacity. 

22^4 inches by 41 inches, outside, about 14,000 cubic 
inches capacity. 

24 >^ inc'hes by 41 inches, outside, about 17,400 cubic 
inches capacity. 

26y2 inches by 41 inches, outside, about 20,000 cubic 
inches capacity. 



195 

Main Reservoir Capacity for Passenger Engines 
should not be less than 16,000, and for Freight Engines 
not less than 20.000 cubic inches. Larger Reservoirs 
may be used with increased advantage. On Locomo- 
tives where space will not permit of one large reservoir 
being used, the storage may be subdivided in two medium 
sized reservoirs with splendid results. 

AUXILIARY RESERVOIRS. 

The 16-inch by 33-inch Auxiliary Reservoir should 
be used in conjunction with the 14-inch brake cylinder 
on Passenger Equipment Cars whose weight are over 
70,000 pounds, and on Locomotives fitted with 14-inch 
driver brake cyHnders. 

The 14-inch by 33-inch Auxiliary Reservoir should 
be used in conjunction with the 10-inch brake cylinder on 
Passenger Equipment Cars weighing over 30,000 and up 
to 50,000 pounds, and should be used separately on Ten- 
ders and Locomotives fitted with 10-inch cylinders. 

Separate 10-inc'h by 24-inch Auxiliary Reservoirs 
should be used on tenders and locomotives fitted with 8- 
inch brake cylinders. 

HIGH SPEED BRAKE. 

Q. — 496. What is the high speed brake? 

A. — It is primarily an emergency brake for high 
speed trains, which it will stop in 30 per cent, less 
distance than the best ordinary quick-action brake. 

O. — 497. Does it not embody improvements in ser- 
vice braking? 

A. — Yes; ordinarily, two and three full service ap- 
plications can be made without recharging the train pipe 
and auxiliary reservoirs and still enough pressure be left 
for a full emergency application. The benefits of this 
increased number of applications without recharging will 
be appreciated. 

Q. — 498. Does not high speed brake embody other 
superior characteristics? 

A. — Yes. In the emergency application a greatly 



196 

increased braking force is obtained at the beginning, 
and gradually reduces as the train approaches a standstill. 

O. — 499. Then the braking power is greatest at the 
beginning of the application or when the speed of the 
t/ain is high, and lowest when the speed is lowest? 

A. — Yes. The braking force is variable, being great- 
est when the train speed is highest, and reducing gradual- 
ly, is least when the train speed is lowest. 

Q. — 500. We know that to slide a wheel at high 
speed is next to impossible. Was it with this knowledge 
in view that the high speed brake was designed? 

A. — Yes. Advantage is taken of this fact to apply 
the brakes with extraordinary force when the speed is 
high and the wheels are rapidly revolving, and to have 
the braking force decrease as the itrain speed decreases, 
ending with a still powerful, yet safe braking force as the 
train comes to a standstill. Thus the variable braking 
force is practically fitted to the variable speed. 

Q. — 501. The feature of the high speed brake is 
then so regulated that the wheels will not slide either at 
high speeds when the variable braking power is at its 
maximum, or at low speeds When it is at its minimum? 

A. — That is the principle on which the high speed 
brake operates, and is one of the strong characteristics. 

Q. — 502. A device which will accomplish these very 
desirable and advantageous results, and bring to rest a 
swiftly running train in 30 per cent, shorter distance than 
the well-known form of quick action brake must neces- 
sarily be quite intricate and complicated? 

A. — On the contrary, ithe device is very plain and 
simple. It consists of the familiar Westinghouse quick 
action automatic brake, with an automatic reducing valve 
and increased train line pressure. 

Q. — 503. It may be understood then, that the only 
material change or addition necessary to convert the 
quick action brake into a high speed brake, is to add an 
automatic reducing valve and increase the train pipe 
pressure ? 

A, — Yes. An automatic reducing valve is piped into 



197 



each brake cylinder and the standard pressure carried in 
the train pipe and auxiliary reservoirs is increased from 
70 to about 110 pounds. The regulating spring of the 
automatic valve is adjusted at 60 pounds to permit all 
pressure over that amount to escape from the cylinder to 
the atmosphere. This valve can be set at 50 pounds on 
driver and tender brakes when desirable. 

O. — 504:. Of what parts does the automatic reduc- 
ing valve consist? 

A. — A cast iron case enclosing a regulating slide 



Aufomatio Re^uclnr VaTw 

Adjusted to retain CO Ibj. 



Auxiliary Reaerrolt 



&»tAj r«U« for txXn can Umporarll)- slUeberl 
to high »pee<i br«k« traioj ftnd oot t/rffvided wivh 
— ' •'- r<sdjtiDg>»lve. 




FIG. 16. DIAGRAMMATIC SKETCH OF THE TENDER AND CAR 
EQUIPMENT OF THE WESTINGHOUSE HIGH SPEED BRAKE. 

valve, piston and spring, as seen in the accompanying cut. 
(Fig. 18.) 

Q. — -505. What are the functions of these working 
parts ? 

A. — The slide valve opens and closes connections 
between the brake cylinder and atmosphere ; the piston 
imparts movement to the slide valve, and is, itself, actu- 
ated by the brake cylinder pressure on one side and the 
regulating spring on the other. 

O. — 506. In Fig. 21 which shows the slide valve, 
the port is trianguar shaped ; and in Fig. 22 the sUde 
valve seat, the port is slot shaped. Usually ports in air 
""orake parts are round. Why are these ports of such 
peculiar shape? 



198 

A.— Fig. 19 shows the slide valve on its seat, but 
the ports are not connected. Fig. 23 again shows the 
valve on Its seat and the base of the triangle or the larger 
part of the triangular port of the slide valve is over the 
slot shaped port of the slide valve seat. Fig. 20 shows 
the apex of the triangle, or smaller part of the triangular 
port, over the slot-shaped port. Evidently as the "^lide 
valve assumes any of the three positions illustrated in 
i'lgs. 19, 20 and 23 ^the triangular port either wholly 



Duplex Coremof 



Adjuited for y^ lbs. 



Adjuited Cor 110 lbs. 



DrlT«i BrktcJ 

C; Under [ 




ic R«daeli« ViJf« 
Ad.ninud V> rruln 90 lb*. 

cjUadcta. 



FIG. 17. DIAGRAMMATIC SKETCH OF THE IXGIVE EOUIPMKVT 
OF THE WESTIXGHOLSE HIGH SPEED BRAKE 

blanks, wholly opens or partially opens the slot-shaped 
port m the seat. It will be observed, therefore, that the 
reason for making these ports this peculiar shape is that, 
nl lor n . n'"^' of travel, the ports may close, open 
fu 1 or partmlly open the passageway between the brake 
cylinder and the atmosphere. 

ci;^ Q-—'507._ There are, then, three positions of the 
side valve, viz.: One where the port in the seat will be 

wuTt Tr.^'^'"^ '^ 'r" ^^ '''''^' °P^"' ^"d one where it 
will be partially open ? 

wher^'^J^'" W-"" ^''' "^"''^ '"' ^^^ "'°"^al position, 
where the regulating spnng on the under side of the 



199 

piston (Fig. 19) holds it up against the brake cylinder 
pressure on top of the piston, which is in communication 
with the brake cylinder pressure. In this position, the 
brake cylinder pressure on top of the piston is less than 
the upw^ard pressure of the spring underneath. 

Q. — 508. Then, so long as the pressure admitted to 
the brake cylinder and on top of the piston is less than 
the tension of the regulating spring, the parts will not 
operate and the ports will remain closed? 

A. — Yes. The spring is usually adjusted to 60 
pounds, and if, during a service application of the brakes, 
the cylinder pressure does not reach 60 pounds, the parts 
remain idle and inert. 

Q. — 509. Suppose with 110 pounds train line pres- 
sure, a service application be made, and more than 60 
pounds go to the brake cylinder and the top side of the ' 
regulating piston ? 

A. — The greater pressure on top will gradually force 
the piston down overcoming and compressing the spring, 
until the base of the triangular port connects with the 
slot-shaped port in the seat. This will give a free and 
rapid discharge of pressure from the cylinder which, in 
reducing, will permit the spring to force the piston and 
slide valve upward closing the port between the brake 
cylinder and atmosphere. 

Q. — 510. Then the regulating valve acts as a relief 
or safety valve ? 

A. — Yes ; and as will be observed, the full port open- 
ing is had almOiSt the instant the over-pressure is reached. 
The advantage of this feature will be recognized when 
it is remembered that wheels are more readily flattened at 
the finish of a stop. 

Q. — 511. As has been explained, if a service appli- 
cation be made and more than 60 pounds goes to the 
brake cylinder, tJhe overnpressure will almost instantly 
escape to the atmospihere through the wide open passage- 
ways made by the fcase of the triangular port coming 
over the slot-shaped port in the seat. Suppose, instead 
of a service application, an emergency application be 



200 

made, and the train pipe and auxiliary reservoirs went 
violently into the brake cylinder? 

A. — About 85 pounds pressure would almost in- 
stantly fill the brake cylinder, force the piston and slide 
valve downward to their extreme traverse, and the apex 
or smallest part of the triangular port would be over the 
slot-shaped port in the seat. Thus a partially open port 
would permit the brake cylinder to rather gradually es- 




FIG 18 



FIG l<5 




FIG 20 



HIGH-SPEED BRAKE AUTOMATIC REDUCING VaLVE AND POSITIONS OF ITS 
SLIDE VALVE ^ PARTIAL SERVICE FULL SERVICE AND 
EMERGENCY APPLICATIONS 



cape to the atmosphere. As the pressure on top of the 
piston reduced, the compressed regulating spring would 
lengthen out, the piston and slide valve be forced upward 
until finally the ports would be closed, as was the case in 
the preceding example of the service application. 

O. — 512. At the instant the slide valve and piston 
reached their lower traverse, brake cylinder pressure 
began to escape to the atmosphere through the smallest 
opening made by the triangular port. As the pressure 



201 

gradually reduced, the piston and slide valve came up- 
w^ard, making the small port larger at each instant, until 
just before closing, the port was wide open. Has this 
action any significance? 

A. — Yes. Ait the moment the emergency applica- 
tion was made, presumably at highest speed, the brake 
cylinder was the highest, and reduced the slowest. Thus 
the greatest pressure was had and held when it was 
needed most. As the speed reduced, the variable port 
opening became larger and finally, after reaching its 
largest opening, closed entirely. Thus the variable 
pressure was fitted to the variable speed. 

Q. — 513. Does the speed of the train actually regu- 
late the closure of the passageway in the slide valve and 
its seat? 

A. — No. The size and form of the ports are de- 
signed to accomplish the desired result. 

Q. — 514. Was there not an early attempt to regu- 
late the brake pressure by some such means? 

A. — Yes ; but owing to the complicated and sensi- 
tive apparatus required the attempt proved unsuccessful 
and was abandoned. The present plan has proved to be 
positive and reliable. 

Q. — 515. Is the high speed brake generally used? 

A. — Yes. It was first introduced several years ago 
on the fast express trains of the New York Central, 
Pennsylvania and Lehigth Valley Roads. Later it grew 
into more general use on nearly all the leading railway 
lines. 

O. — 516. Has it given good service and come up 
to expectations? 

A. — Yes, doubly so. Besides making high speeds 
safe, it has created an exceptional record of never having 
had a flat wheel reported — and this, too, while exerting 
a maximum braking force equal to 125 per cent, of the 
weight of the car braked. 

Q. — 517. Supose a car not fitted with the automatic 
reducing valve should be placed in a high speed braked 
train. Would not the wheels under that car be flattened? 



202 

A. — When ordinary cars are thus temporarily used, 
a small safety valve is screwed into the oil plug hole of 
the brake cylinder, as shown in Fig. 16. 

Q. — 518. Fig. 17 shows a duplex governor and two 
feed valves. What are these for? 

A. — By turning the handle of the reversing cock, 
the engine equipment may be quickly suited to either a 
high speed train or an ordinary train. 

SCHEDULE U OR HIGH PRESSURE CONTROL. 

O.— 519. What is the ^^Schedule U" or "High 
Pressure Control Apparatus?'' 

A. — It consists of a duplex device designed to 
meet the needs of special air-brake service, where the 
pressures ordinarily employed may be quickly changed 
to higher pressure to meet more difficult conditions, such 
as controlling trains of heavily loaded cars down steep 
grades. 

O. — 520. For what class of service is this device 
particularly designed? 

A. — For coal, iron and other mineral-carrying roads 
in mountainous districts, w'here loads are carried down 
hill and empties hauled up hill. Thus it will be seen that 
the usual pressure may be employed on the light train up 
the grade, where little braking power is demanded or 
needed, and by merely reversing a cock the apparatus 
may be changed to give a predetermined higher pressure 
with which to operate the loaded train down the grade. 

O. — 521. Then the apparatus may be quickly 
changed to meet the needs of a loaded or empty train. 
Could not this device be advantageously used in ordinary 
service where a portion of the road is mountainous and 
a part level ? 

A. — Yes. It is rapidly -being adapted to that ser- 
vice and others where circumstances require it. 

Q.— 522. Of what does the Schedule U or High 
Pressure Control device consist? 

A. — It consists principally of a duplex governor, two 
feed valves properly protected from heat and cold and 



203 

suitable connections, as illustrated by the accompanying 
cut (Fig. 24). As will be recognized, the device is 
merely a modification of and an attachment to the ordi- 
nary engine equipment. 

Q. — 523. Describe the operation of the apparatus. 

A. — The two pump governor heads are adjusted for 
90 and 110 pounds, respectively. Likewise the two feed 
valve attachments are set for 70 and 90 pounds. To 
operate the low or ordinary pressure feature, the handle 



Aajvisted&rUOlM 



Fted Vairt BrtcVet 



M>iut«J for 70 tiM. 




FIG. 24. DIAGRAMMATIC SKETCH OP^ THE WESTINGHOUSE 
SCHEDULE U, OR HIGH PRESSURE CONTROL APPARATUS. 



of the reversing cock is turned to the left, as shown in 
the diaphragm. This cuts out the 110-pound governor 
and 90-pound feed valve and renders operative the 90- 
pound governor and the 70-pound feed valve. Thus the 
high pressure control parts are cut out and the low 
pressure cut in. By reversing the position of the revers- 
ing cock handle, the low pressure parts are cut out and 
the high pressure parts are cut in. 

Q. — 524. Then there are really two complete pump 
governors and feed valve attachments — one for the ordi- 
nary or low pressure and one for the high pressure ? 

A. — Yes. With the reversing cock turned to the 



204 

left, we have 90 pounds in the main reservoir, and 70 in 
the train pipe and auxiliary reservoirs. With the han- 
die to the right and the small cock in the 90-pounQ 
governor pipe closed, we get 110 pounds in the main 
reservoir and 90 in the train pipe and auxiliary reservoirs. ' 

Q. — 525. Why is the pipe to the 90-pound gov- 
ernor not connected to the main reservoir pressure in the 
brake valve as the 110-pound governor pipe is? 

A. — The 90-pound governor pipe is connected to tihe 
chamber in the feed valve bracket which communicates 
with the upper chamber of the 70-pound feed valve, thus 
giving 90-pounds in the main reservoir when the brake 
valve handle is in full release and running positions, but 
allowing the pump to keep on working until stopped by 
the 110-pound governor w<hen the brake valve is on lap. 

Q. — 526. Would not the high pressure permitted by 
the 110-pound governor and 90-pound feed valve tend to 
loosen driving wheel tires by excessive heating and slide 
wheels under a tender partly relieved of its coal and 
water? 

A. — No, as safety valves are supplied for the driver 
and tender brakes to limit the pressures there to 50 
pounds. On very long and heavy grades it is generally 
desirable to cut out the driver brakes and use the water 
brake on the engine to assist the tender and train brakes. 

Q. — 527. If the reversing cock should leak, what 
would happen? 

A. — ^A leakage or mingling of pressures would fol- 
low and interfere with the proper operation of the device. 
This part should be looked after with the same care 
given the other parts in ordinary service. 

THE SLIDE-VALVE FEED VALVE. 

Q. — 528. What is meant by the Slide-valve Feed 
Valve? 

A. — It is an improved attachment designed to 
succeed and replace the old poppet valve form of feed 
valve attachment of the F 6 (1892 model) brake valve. 



205 

Q. — 529. Was not the old form of feed valve at- 
tachment successful and satisfactory? 

A. — While it was successful in performing its func- 
tion of feeding leaks in the train pipe and not permitting 
the closure of the passageway between the main reservoir 
and train pipe until after maximum train line pressure 
had been accumulated, it was not wholly satisfactory, 
inasmuch that as the supply valve approached its seat, the 
supply passage was gradually closed. Thus the last few 
pounds supplied to the train pipe of long trains was ac- 
cumulated too slowly. On leaky trains it was sometimes 
impossible to bring the train line quite up to maximum 
pressure. Again, dirt and foreign matter could collect 
on the poppet valve face and seat, and allow over feedmg 
of the train line. 

Q. — 530. Does not the slide valve form of feed 
valve overcome these defects or shortcomings of the 
poppet valve form? 

A. — Yes. While it embodies all the recognized ad- 
vantages of the older form, the slide valve feed valve 
governs the pressure within closer limits, is free from 
the derangement due to accumulation of dirt between the 
valve and the seat of the poppet form, and is so con- 
structed that it may be taken apart and cleaned without 
interfering with the pressure adjustment. 

Q. — 531. Then the name of the slide feed valve is 
descriptive of the device, and suggests a difference from 
the older or poppet valve form. Is there any distinctive 
difference by which the two forms may be readily dis- 
tinguished ? 

A. — Yes. The older or poppet valve is symmetrical 
in appearance, and its regulating spring is longer and 
stands, vertical. The slide valve form is irregular and 
more compact in form, and its shorter regulating spring 
lies in a horizontal position. Both forms, however, are 
interchangeable in their attachments to the brake valve ; 
but the internal working parts, of course, are not inter- 
changeable in the casings. 

Q. — 532. Then if the two attachments are inter- 



L 



206 

changeable on the brake valve, it is to be understood that 
no change has been made in the brake valve proper? 

A. — The only change made is in the feed valve at- 
tachment, 

O. — 533. What are the essential parts of the Slide 
Valve Feed Valve attachment? 

A. — The slide valve supply valve (A) and an actuat- 
ing piston (B), a regulating valve (R), a diap^hragm 
(H), a regulating spring (S), and a piston spring for 
operating them. 

O. — 534. How do these parts operate? 

A. — As plainly shown in the cuts, Fig. 25 and Fig. 
26, the supply valve chamber F and the ports and passages 
marked f are in direct communication with the main 
reservoir, through port f of the engineer's brake valve, 
•when the latter is in running position, w^hile the passage 
indicated by the letter i is a train pipe extension, corre- 
sponding to the passage in the brake valve having the 
same designation. Chamber E, which is separated from 
chamber F by supply valve piston B, is connected with 
passage i, and this with the train pipe through passage 
cc, port a (governed by regulating valve R) and dia- 
phragm chamber G. Regulating valve R is normally held 
open by the diaphragm and regulating spring S, 
the tension of which is adjusted by regulating nut N. 
In such a case, chamber E is in communication with the 
train line, and contains train line pressure. 

Q. — 535. How does the air pass through these 
ports and valves, and how do the valves operate? 

A. — When the handle of the engineer's brake valve 
is placed in '* running position," main reservoir air is 
admitted to chamber F (Fig. 25), forces supply valve 
piston B to the right, carrying supply valve A with it and 
compressing supply valve piston spring, uncovers port b, 
and gains entrance directly into the train line pressure 
likewise increases through ports ii the pressure in cham- 
ber G (Fig. 26) against the diaphragm, until it over- 
comes the tension of the regulating spring, previously 
adjusted to yield at 70 pounds or some other desired 



207 

pressure. The consequent movement of the diaphragm 
allows the regulating valve R to be seated by its spring, 
closing port a and cutting off all communication between 
chamber E and the train line. The main reservoir press- 
ure in cbamber F then equalizes with the pressure in 
chamber E, by leakage past supply-valve piston B. The 
supply-valve piston spring previously compressed by the 
comparatively higher pressure in chamber F. now reacts 
and forces supply valve A to its normal position, where 





FIG. 2S 



FIG. 26 



SECTIOMAL VIEWS OF THE WESTINGHOUSE SLIDE VALVE 
FEED VALVE ATTACHMENT 



it closes port b, and thus cuts off the communication be- 
tween the main reservoir and the train line. 

The reduction of train line pressure below 70 pounds, 
or other predetermined limit, reduces the pressure in 
chamber G, permits regulating spring to react, forces 
regulating valve R from its seat, and allows the accumu- 
lated pressure in chamber E to exhaust into the train 
line. The balance between the air pressures on opposite 
sides of the supply-valve piston B being thus destroyed, 
the higher main reservoir pressure in chamber F again 



208 

forces supply valve forward and recharges the train line 
through port h, as before. 

Q. — 536. The slide valve then maintains a wide- 
open port until maximum pressure is reached? 

A. — Yes. And when maximum pressure is reached, 
the slide valve closes the supply port suddenly. Then 
when the train line pressure has been reduced through 
leakage, the supply valve quickly opens wide its port. 

Q. — 537. 'What care should be given this feed 
valve ? 

A. — The piston and its slide valve should occasion- 
ally be taken out, all dirt and gum removed from them 
and the chambers where they work being careful to 
leave no lint and to avoid bruising the parts removed. 
A very small amount of some light lubricating oil (en- 
gine oil will do in the absence of a better) should be ap- 
plied to the piston, the face of the slide valve and the 
spring on the latter. In replacing the parts, move them 
back and forth a few times to msure that they work 
freely. Next, remove the regulating valve, carefully clean 
it, its valve seat and the 'hole through which its stem 
extends, using no metal to do this so as to avoid scratch- 
ing, and replace the valve dry. 

Q. — 538. Must the main reservoir be drained to do 
this? 

A. — No. Close the train pipe cut-out cock be- 
low the brake valve, put the handle of the latter m em- 
ergency position and the parts can be removed. 

Q. — 539. When properly regulated what can cause 
the pressure to feed up too high in the train pipe ? 

A. — A leaky rotary valve case gasket, a leaky slide 
valve, a heavy oil or grease on the feed valve piston or 
leakage to the atmosphere past the piston cap nut or the 
diaphragm. 

Q. — 540. What would be the effect if some one 
were to file or otherwise reduce the piston to a loose fit? 

A. — The desired train pipe pressure could not then 
be obtained. 

Q. — 541. Why will grease on the piston or a leak 



209 

to the atmosphere, as mentioned, cause too high train 
pipe pressure? 

A. — The grease on the piston will, while it remains, 
act as a packing and prevent a prompt equalization of 
pressure on its two sides when the regulating valve 
closes. Leakage from the outside of the piston acts the 
same way. 

Q. — 542. Should the piston cap nut and the spring 
box (the casing over the regulating spring), be drawn 
tightly? 

* A. — No. They should be drawn firmly to guard 
against leakage, and it must be seen that the joints are 
free from dirt before replacing them. 

Q. — 54:3. Should the cap nut over the regulating 
valve be drawn the same way? 

A. — No. It is a small nut and if drawn on heavily 
will be damaged. 

THE AUTOMATIC 5LACK ADJUSTER. 

Q. — 544. What is the automatic slack adjuster? 

A. — ^A device for automatically taking up slack in 
the brake rigging, produced by wearing down of the 
brake shoes. 

Q. — 545. Why is it necessary to take up this slack 
in the brake rigging? 

A. — The brake s'hoes wearing thinner causes the 
brake piston to travel further, thereby reducing the brake 
cylinder pressure and the holding power of the 'brakes. 

Q. — 546. How was this brake shoe wear taken care 
of before the automatic slack adjuster was introduced? 

A. — The slack in the rigging w^as taken up by hand 
on the dead lever, or on one O'f the connecting rods. 

Q. — 547. Was not hand adjustment satisfactory? 
Why? 

A. — No. While effort was made by hand to secure 
a uniform adjustment of all brake pistons in a train, it 
was found to be impossible. Even the rules of the 
Master Car Builders w'hich sought a uniform adjustment 
were obliged to adopt a wide range of variation, the 



210 

same being no less than 5 inches piston travel, nor more 
than 9 inches. 

O. — 548. Suppose two freight cars, with 8-inch 
brake cylinders and the same levers, be taken with 5 and 
9 inch piston travel respectively. Charge them to 70 
pounds pressure and then make a 7 pound train pipe re- 
duction. How would the piston pressures of the two 
brake cylinders compare? 

A. — The piston with 5 inch travel would have about 
1,150 pounds total pressure, nearly half of a full service 
application, while the piston with 9 inch travel woi*ld 




FIG.27. THE AUTOMATIC SLACK ADJUSTER. 

have a total pressure of only about 400 pounds — a little 
more than one-third of the other. 

Q. — 549. Witlh two cars braking with these differ- 
ent forces, due to unequal piston travel, what would be 
the piston pressure if a second or further 7 pound train 
pipe pressure were made? 

A. — ^The one with 5 inch travel would be fully ap- 
plied at about 2,600 pounds, and the one with 9 incb 
travel would be about three-fifths set, at about 1,500 
pounds. 

Q. — 550. Suppose a further reduction of 7 poilVids, 
21 in all, be made ? 
6 



211 

A. — This last reduction would be wasted on the 
brake with 5-inch piston travel, as it was already fully 
applied, and the one with 9 inch piston travel would 
now be about as heavily applied as we could get it; but 
the total pressure in the cylinder of the latter would be 
only about 2,300 pounds, or approximately 90 per cent, 
of the other car. 

O. — 551. Then the car with 9 inches piston travel 
would have a much inferior brake, due to the simple 
fact that it has a too long piston travel ? 

A. — It is only 90 per cent, as efficient on the third 7 
pound train pipe reduction as the other one, only 60 per 
cent, on the second 7 pounds, and only 30 per cent, as 
efficient on the first 7 pound reduction. 

Q. — 552. Then the rule that piston travel must be 
brought within prescribed limits of 5 to 9 inches is not 
sufficient? 

A. — No. As seen in the preceding example, the dif- 
ferent degrees of holding power of the brakes on each 
individual car during an application, would vary from 
30 to 100 per cent., thus unequally distributing the brake 
work, which would increase the liability of wheel sliding, 
render smoother braking more difficult and, where travd 
was generally too long, increase the amount of air re- 
quired. The prescribed limit of 5 tg 9 inches as will be 
seen, are practically valueless for satisfactory braking. 

Q. — 553. Supose a light gondola car and a heavy 
box car, both having 8-inch brake cylinders, braked to 
15,000 pounds and having 30,000 pounds respectively, 
while standing. Adjust the slack by hand on both cars 
to make the pistons travel 7 inches. When the engineer 
applies t'he brakes to stop the running train, will the 
travel of the pistons still be 7 inches? 

A. — No ; because of the diflference that exists be- 
tween standing and running travel. While both pistons 
were adjusted to 7 inches standing travel, their running 
travel would probably be about 8 inches for the lighter 
car and about 9 inches for the 'heavy car. 



212 

Q. — 554:. Why should there be any difference be- 
tween standing and running travel? 

A. — When the car is moving, the lost motion of the 
running gear and the tilting of the trucks are caught up 
and the parts pulled closer together by the brake than 
when standing still. This difference between standing 
and running travel is called ''lost travel/' 

Q. — 555. Admitting that lost travel causes run- 
ning travel to be greater than standing travel, why should 
the light gondola car in the preceding example have but 
one inch lost travel and the heavy box car have two 
inches? 

A. — Both cars have 8-inch brake cylinders. The 
braking power or total shoe pressure of the heavy car 
is double that of the lighter car, and is obtained by pro- 
portioning the levers of the brake rigging. The piston 
on the high braking car must therefore travel twice as 
far for the same amount worn off of the brake shoes as 
the lighter car. Lost travel has the same effect on pis- 
ton travel as brake shoes w^ear ; hence the difference. 

Q. — 556. If then, the same amount of lost travel 
and brake shoe wear cause the piston on the high- 
braked box car to increase twice as rapidly as on the low- 
braked gondola car, the piston travel would never be 
kept uniform? 

A. — No. The standing travel would be uniform at 
the time it was adjusted by hand in the yard, but the 
running travel would be different from the time of first 
application of the brakes, and the difference between the 
two would increase every time the brakes were applied. 

Q. — 557. Then, the high-leveraged car, although 
adjusted uniformly 'by hand while standing, would really 
start out with longer running piston travel than the 
lower leveraged car, and w^ould increase more rapidly, 
the piston finally bottoming on the cylinder head, per- 
haps ? 

A. — Yes. It would increase between three and four 
times as rapidly ; nearly twice, due to twice greater lever- 
age, and nearly twice again because of nearly twice as 






213 

great pressure exerted on the brake shoes as on the lower- 
leveraged car. 

Q. — 558. The heavy car, the car upon which great- 
er braking power is needed, grows weaker most rapidly 
in retarding force as the brake shoes wear? 

A. — Yes; and requires to be adjusted nearly four 
times as often as the lower leveraged car, if the travel 
be kept within reasonable limits. 

Q. — 559. Hand adjustment of piston travel seems 
quite deficient, unless it be repeated every few miles, 
which is too great an undertaking to be practical or 
even considered. What is the result if slack in the brake 
rigging is taken up until the shoes are brought within 
the same comfortable distance of the wheels on all cars? 

A. — Such a method would be decidedly stupid and 
poor. The higher leveraged cars would always be given 
the longer piston travel as before explained. 

Q. — 560. It appears, then, that hand adjustment 
of the ibrake rigging slack to get uniform piston travel 
on all cars would cause delays and require quite a large 
force of men at each division terminal ; and even then, 
as previously discussed hand adjustment would be 
wholly insufficient, and would not produce desired and 
intended results. 

A. — Hand adjustment is decidedly weak and faulty, 
and is, of necessity, wrongly based on standing travel, 
which is not the true or working travel. It seems right, 
at first sight, but is really wrong. Adjustment of piston 
travel should be based on the running or true travel — 
the travel that really does the work w^hich stops the cars. 

Q. — 561. How does the automatic adjuster do its 
work? 

A. — It adjusts the piston at its proper running or 
working travel, regardless of the lost travel or whether 
the car be high-leveraged or low-leveraged. Thus, if all 
the cars in a train were equipped with automatic slack 
adjusters, the travel of all pistons wt)uld be uniform, 
when brakes were set to slow down or stop the train - 
The same brake cylinder pressure would be had on all 



214 



cars at each and every reduction, and all the cars would si 
do uniform work. 

Q- — 562. As the work of the automatic adjuster 
is based on running travel, then the running travel of all 
cars would be uniform and equal ; but would the stand- ^. 
ing travel be uniform on all cars? ^ 

A.— No; it would differ as did the high and low 
leverage of the cars, lost travel, tilting of the trucks, etc. 
In fact, it would vary as did the lost travel; but what is 
wanted is a true running or working travel. With hand 
adjustment, standing travel (the travel where no work 
is done, and which is therefore valueless) is uniform, 
but running travel (the true working travel) varies 
widely and causes undesirable results. With the auto- 
matic adjustment, the running or working travel is kept 
uniform, and the standing or useless travel is neglected, 
as it does no work. 

O.— 563. Is the automatic slack adjuster a compli- 
cated device? 

A. — No; on the contrary it is quite simple, as the 
accompanying cut shows. The slack is taken up on the 
long screw, which is moved by the ratchet nut. This 
nut is turned by the pawl or dog connected to the piston 
of the small air cylinder which gets pressure from the 
brake cylinder through the small pipe. This pipe is 
tapped into the brake cylinder at the point where the 
piston travel is to be regulated. When the edge of the 
brake cylinder packing leather passes the point, air flows 
to the adjuster cylinder, which is constructed like a brake 
cylinder, moves the piston the full stroke and compresses 
the coil spring on the opposite side. This moves the 
pawl over two teeth on the ratchet nut. When the 
brake is released the air in the adjuster cylinder escapes 
mto the non-pressure end of the brake cylinder from 
which it escapes freely to the atmosphere. This permits 
the adjuster cylinder spring to return its piston to the 
opposite end of the stroke, drawing the pawl with it and 
making one-eighth of a turn of the rachet nut. 



215 
Q._564. How much does this shorten the piston 

travel? ^ ^ . , ^^ 

A.— One-thirtv-second (1-32) of an inch. Four 
turns of the rachet nut, requiring thirty-two^ operations 
of the adjuster, shorten the piston travel one inch, as the 
adjuster is usually applied. 

Q._565. Would it not be better if the adjuster took 
up excessive piston travel more rapidly ? 

A.— No. If it did so a very heavy application, espe- 
cially when long held on, would shorten the travel too 
much. That it does not do this is a very important fact. 

Q._566. What care does this adjuster require in 
the way of cleaning and lubricating? 

A.— The same as is given the triple valve and brake 
cylinder. However, as the adjuster cylinder is better 
protected from dirt than either the triple or brake cylinder 
and as it does not operate every time they do, but only 
when the piston travel is excessive, it is easier kept m 
first class condition. The screw should be kept free from 
all lubricant so as to prevent its catching dirt. 

Q._567. How can slack be let out for replacing 

brake shoes ? 

A. By turning the rachet nut backward with a 

wrench, provision being made for this on the extended 
portion covering the outer end of the screw. 

Q._568. What should <be done after replacing 

shoes ? 

A.— Apply the brake, measure the piston travel and 
take up on the adjuster screw. The travel is shortened 
the exact amount the screw is drawn away from the brake 
cylinder head. 

Q._569. At what point should the brake cylinder 
be drilled or, in other words, at what amount should the 
running piston travel be regulated. 

A.— Drill the port 8 inches from the pressure end of 
of the brake cylinder. All modern cylinders are so drilled 
at the W. A. B. Co.'s works. Where the port enters the 
cylinder it should be one-eighth inch in diameter and quite 



216 






smooth on the inside; otherwise it will cut the pistor 
packing leather. 

Q. — 570. Will this require exactly 8 inches piston 
travel to admit air to the adjuster cylinder? 

A. — Not quite this amount, as the piston packin 
leather, which is the valve for the adjuster cylinder, is 
held a little way from the cylinder head when the piston 
is in release position. 

Q. — 571. On a car fitted with the automatic slack 
adjuster, what use should be made of the dead levers 
and other connections where slack can be taken up ? 

A. — When the car is first fitted with the adjuster all 
slack should be let out on it, new brake shoes applied to all 
beams and the piston travel re^-ulated at about ^34 inches 
by means of the dead levers and rod connections. These 
should never be altered afterwards except when wheels 
of dift'erent diameters are put in. or to restore the proper 
conditions where the original adjustment has been med- 
dled with. 

Q. — 572. Is the adjuster able to wear out a complete 
set of shoes and at the same time maintain the desired 
piston travel? 

A. — Yes, if the original adjustment is made as in- 
structed, the total leverage of the car is not excessive, 
the brake gear conforms to the M. C. B. Association re- 
quirements as regards strength and there is not an un- 
usual amount of lost motion in the trucks. 

Q. — 573. What is total leverage, and what effect 
does it have? 

A. — It is the number of times the total brake shoe 
pressure on the car is greater than the brake piston 
pressure which produces it. The higher this is the great- 
er will be the piston travel under application for a given 
shoe clearance in release, for a certain brake shoe wear 
or an equal amount of lost motion in brake rigging or 
trucks. Illustrating one of its effects, take any car and 
gradually apply the brake until the shoes are all against 
the wheels, but held there lightly ; now measure the piston 
travel. Then increase the cylinder pressure to 50 pounds 



217 

and ascertain how much farther the piston has traveled. 
Next, decrease the leverage of the car so as to get but 
one-half as much shoe pressure from the same cylinder 
pressure, repeat the previous test and the gain in travel 
between the light and heavy applications will be one-half 
as much. This is because the total leverage is the same 
on two cars the one showing the greatest increase in 
travel between the light and the heavy applications has 
the most lost travel. 

Q.— 574. What will be the effect if the total lever- 
age is too high? 

A. — The adjuster would be unable to wear out an en- 
tire set of brake shoes and the shoes would drag on the 
wheels. 

Q. — 575. What would have to be done so long as 
the total leverage was not reduced ? 

A. — To wear out an entire set of shoes at one time it 
would be necessary to let back on the automatic adjuster 
when its limit had been reached, and make one adjust- 
ment by the dead levers. However, in practice this 
would not generally be necessary, as it is seldom that all 
shoes are worn thin at the same time. 

O. — 576. Is a high total leverage undesirable only 
in case the automatic adjuster is used? 

A. — No. It is far more serious when a car is with- 
out the automatic adjuster, as it causes the pistorr travel 
to increase so rapidly with brake shoe wear. An entire- 
ly satisfactory brake cannot be obtained either with or 
without an automatic adjuster if the total leverage is too 
high, as the shoe clearance in brake release will be suf- 
ficient if piston travel is correct under application. 

O. — 577. Where a car is fitted with an automatic 
slack adjuster and the piston travel is found to be toe 
short, what should be done ? 

A. — First, bear in mind that the standing travel Is 
always less than the running travel, and that this and a 
very light brake application may have deceived you. If 
not, and the hand and air brake work against each 
other, see if there is not some slack taken up on the 



218 

former. Otherwise, it is due to failure to let out sufficient 
slack when new shoes were applied, taking up too muck 
afterwards on the automatic adjuster, or an improper 
alteration of dead levers or rods. This is assuming 
that total leverage is not too high and that the brake cyl- 
inder is tapped properly. 

O. — 578. How can the automatic slack adjuster be 
tested? 

A. — Let out sufficient slack on its screw to permit 
the brake piston to travel beyond the adjuster port, apply 
the brake and note whether there is any leakage in the 
adjuster pipe or cylinder. Next, release the brake and 
see if the rachet nut is turned slightly, as it should be. 

Q. — 579. What will be the result if, through im- 
proper adjustment of the brake rigging, the adjuster 
screw is drawn up to its limit? 

A. — No more slack will be taken up and, on attempt- 
ing to back the screw, the ratchet nut may not turn. 
Provision is made so that just as the adjuster piston is 
completing its take-up or return stroke the pawl is drawn 
away from the teeth of the ratchet nut, thus enabling the 
latter to be turned backward with a wrench. When the 
hmit of the screw is reached, the return stroke of the 
piston cannot be completed, and the pawl does not re- 
lease the rachet nut. This cannot occur under proper 
conditions, but provision is made in the modern adjuster 
so that by merely backing off a bolt in the adjuster body, 
the screw is given sufficient additional movement to re- 
lease the pawl. 

Q. — 580. How should the brake levers stand? 

A. — The release positions are unimportant, but when, 
wnth new shoes and all slack out the automatic adjuster, 
the brake is applied, they should be as near as possible at 
right angles to their rods as they will be on the opposite 
side with thin shoes and sufficient slack taken up on the 
adjuster to maintain the same piston travel as before. 

Q. — 581. How can one tell at what piston travel, 
as measured on the rod, the adjuster operates? 

A. — ^Disconnect the pipe to the adjuster cylinder, let 






i 



219 

out sufficient slack, apply the brakes gradually until air 
discharges at the adjuster pipe and then when, owing to 
this leakage, the discharge is almost cut ofif by the piston, 
make accurate measurements on the piston rod. Thi^ 
should be done and a record of same and the car should 
be kept when each adjuster is applied. 



Toatfxiliary 
reservoir 




To train pJpf 



FIG. 28. WESTINGHOUSE 
SPECIAL DRIVER BRAKE, 
TRIPLE VALVE. 

WESTINGHOUSE SPECIAL DRIVER BRAKE TRIPLE 
VALVE. 

Q. — 572. What are the essential differences between 
this triple (Fig. 28) and the plain triple? 

A. — The piston, slide valve' (flat seat) and graduat- 
ing valve in this triple are the same in function and 
operation as those in the other or original plain type 



220 

oi- Westinghouse triple valve. The essential difference 
lies in the larger ports and passageways in this valve and 
the elimination of the three-way cock in the body of the 
triple. 

Q. — 583. Why are the ports made larger in this 
triple ? 

A. — This valve is designed for use on 12, 14 and 16 
inch driver brake cylinders, where larger triple valve 
passages and ports have been found necessary to success- 
fully handle the larger volume of air. 

Q. — 584. Why was the three-way cock eliminated? 

A. — Straight air brakes have passed out of service, 
and the use of the three-way cock in that connection 
having passed also, a plain cut-out cock in the branch 
or cross-over pipe suffices. 

O. — 585. Why was not the cut-out cock left in the 
triple valve body? 

A. — The wear of the plug caused it to leak, thereby 
permitting train pipe and brake cylinder pressure to min- 
gle, with annoying and disadvantageous results. 

Q. — 586. Then the ordinary plain triple valve 
should be used only on engines and tenders having 8 inch 
and 10 inch brake cylinders, and the special or large 
plain triple on engines and tenders having 12, 14 and 16 
inch cvlinders? 

A.— Yes. 

Q. — 587. What methods of maintenance and repair 
should be observed in this triple? 

A. — The same general rules as usually given for the 
plain and quick action triple valve. 



221 

THE K 1 AND K 2 TRIPLE VALVE 

This new quick action freight triple valve, called 
the type K facilitates train movements and reduces 
damage to lading and equipment in so far as they are 
affected by air brake operation. The K triple embodies 
every feature of the old type and three new features be- 
sides, under the names of Quick Service, Retarded Re- 
lease and Uniform Recharge. It works in harmony with 
the old style of triple valve, and greatly improves their 
action when they are scattered through the same train. 
The K triple has many parts in common with the older 
types; and are interchangeable, and the old style quick 
action triple can be converted into the new without the 
loss of many of its parts. 

The Quick Service Feature, that produces a quick 
serial operation of the brakes in service application^ 
was obtained by utilizing the vrell known principles of 
quick action in emergency applications, by which each 
triple valve augments the brake pipe reduction by dis- 
charging brake pipe air into its brake cylinder. The 
difference is that in emergency the maximum braking 
power is always obtained with both the old and nev/ 
style of valves, while with the new valve the power of 
its quick service application is always under complete 
control and is governed by the reduction made by the 
brake valve. Therefore, the result is that the quick 
service feature insures the prompt response of every 
brake, and eliminates the use of emergency applica- 
tions where an unforseen danger ahead, or the need of 
making accurate stops, often calls for such applications 
with the old standard freight equipment. It also re- 
duces the possible loss of air due to its flowing back 
through the feed grooves from the xiuxiliary reservoir 
to the brake pipe, or by the leakage grooves in the 
cylinders. It also gives a more uniform application of 
the brakes throughout the brake system. 

The Retarded Release Feature, that insures prae- 
ticallv a uniform release of all the brakes, has been 



222 

accomplished by automatically restricting the exhaust 
of air from the brake cylinders at the head end of the 
train, and allowing the others to release freely. To 
get this result requires only the usual correct method of 
handling the brake valve. The retarded release is due 
to the quick and increased rise in brake pipe pressure 
which occurs in the brake pipe for about 25 or 30 cars 
from the engine in long trains. This is possible, for the 
reason that the frictional resistance to the tiow of air 
through the brake pipe prevents the building up of the 
brake pipe pressure in the rest of the train faster than 
it can flow into the auxiliary reservoirs. 

The Uniform Recharging Feature, of the auxiliary 
reservoirs throughout the train, is accomplished by the 
fact that when the triple valve is in the retarded release 
j30sition, the charging ports between the brake pipe and 
the auxiliary reservoir are automatically res4;ricted. As 
long as the release of the brake cylinder exhaust is re- 
tarded, the recharge is restricted, anci as the one feature 
depends on the other, the restricted recharge acts only 
on the first 25 or 30 cars back of the engine, the balance 
of the brakes recharging as usual, thereby insuring 
practically a simultaneous recharge of all brakes in the 
train. This feature also avoids the overcharging of the 
auxiliary reservoirs on the forward cars, and the sub- 
sequent re-application of their brakes, but by drawing 
less air from the brake pipe, allows the increase in 
brake pipe pressure to flow faster to the rear end to re- 
lease and recharge those brakes. 

Different Sizes of Valves. — This triple valve is at 
present made in two sizes, the K-1 for use with the 
eight inch freight car brake cylinders, corresponding 
with the H-1, and the K-2 is used with ten inch freight 
car brake cylinders, corresponding with the H-2. Both 
valves are marked with its designation on the side of 
the valve body. The K-2 may be known from the K-1 
by the fact that it has three bolt holes in the reservoir 
flange instead of two as in the K-1 valve, and in order 
to distinguish the K triple from the old style, their ex- 



223 



terior appearance being similar when fastened to the 
auxiliary reservoir, a lug is cast on top of the valve 
body by which anyone can tell them apart. 



NAMES OF PARTS OF K TRIPLE VALVE. 

In Fig. 29, which shows a vertical cross section view 
of the K triple, along with the number of the names 
of the various parts, which are as follows : 




TROM 

r BRAKE 

PIPE 



Figr. 29 



2. Valve Body. 

3. SUde Valve. 

4. Piston. 

5. Piston Packing Ring. 

6. SUde Valve Spring. 

7. Graduating Valve. 

8. Emergency Piston. 

9. Emergency Valve 

10. Emergency Valve. 

11. Emergency Valve 

ber Seat. 



Seat. 
Rub- 



12. 
13. 
14. 

15. 
16. 
17. 
18. 

19. 
20. 
21. 

22. 



Valve Spring. 
Valve Case. 
Valve Case Gas- 



Check 
Check 
Check 
ket. 
Check Valve. 
Air Strainer. 
Union Nut. 
Union Swivel. 
Cylinder Cap. 
Graduating Stem Nut. 
Graduating Stem. 
Gradimtlng Spring. 



224 

23. Cylinder Cap Gasket. 3 0. Retarding Device Screw. 

2 4. Bolt and Nut. 31. Retarding Device Stem. 

25. Triple Valve Cap Screw. 32. Retarding Device Wash- 

26. Drain Plug. er. 

27. Union Gasket. 33. Retarding Device Spring 

28. Emergency Valve Nut. 34. Retarding Device Stem 

29. Retarding Device Pin. 

Bracket. 35. Graduating Valve Spring 

The Positions of the Ports, Cavities and Passages. 

— Fig. 30, which is a face view of graduating valve, 
top view of slide valve and slide valve bush, shows the 
relative positions of the ports and cavities in the slide 
valve, graduating ^alve and slide valve seat. As it is 
almost impossible to show all of these in a single view, 
we are using diagrammatic cuts of the valve, illustrat- 
ing it in each of its positions, all ports and passages 
being so arranged so as to place them on one plane. In 
the preparation of these cuts the proportion and me- 
chanical construction of this valve has been disregard- 
ed so as to make the connections of ports and the oper- 
ation of the valve more readily understood by the stu- 
dent. Referring to Fig. 20, the branch from the brake 
pipe connects at union swivel 18. The retarding device 
bracket 29 projects into the auxiliary reservoir, and by 
its construction free communication exists between tlK^ 
auxiliary reservoir and chamber R, in which slide valve 

3 and graduating valve 7 operate. The retarding de- 
vice stem 31, through its extension into chamber R and 
the action of its spring 33, forms the stop against whicli* 
the stem of piston 4 strikes when it moves to release 
position, from right to left in the illustration, it being 
shown in full release position. 

The opening marked. To Brake Cylinder, come^. 
opposite one end of the tube which leads through the 
auxiliary reservoir to the brake cylinder, when the valve 
is in place on the end of the auxiliary reservoir. Thir; 
opening in the triple valve leads to chamber X over 
the emergency valve 10 and under emergency piston 
8. It also leads through port r to the seat under slide 
valve 3. The emergency piston 8 and the ports belov: 
it are the same a3 in the older quick action freight 



225 

tril)le valve. Port y (shown l)y 
c'liaiuber Y between check valve 1 
10, Avith port y in the valve seat 



r 



FACE VIEW 

GRADUATING VALVE 









FACE VIEW 






\ 



dotted lines) connects 
5 and emergency valve 
(see Feg. 29). 

Port t con- 
nects the slide 
valve seat with 
t h e chamber 
above emergen- 
cy piston 8. 
Port p is tlie 
exhanst port to 
the atmosphere. 
Port j in the 
slide valve be- 
gins at the face 
as shown by the 
top view Fig. 
31, and passes 
aronnd other 
ports in the 
valve to a small- 
er opening in 
the top. Port j 
does not exist 
in the K-1 triple 
as will be ex- 



plained later. 
Port is simi- 
larly arranged, 
only that the 
openings in the top and bottom are of the same size. 
Port q runs directly throngh the slide valve, bnt is 
smaller at the top than at the face of the valve, and the 
smaller part is ont of center with the larger part. Ports 
s and z rnn through the valve and connect wath cavi- 
ties in the face. Port z also has a cavity at the top. 

The face view of the graduating valve (Fig. 30) 
sliows 1hat it luis a small cavity v. This valve is of Ihe 
slide valve tyi)e, and it seats on top of the slide valve, 
where it controls the upper ends of ports z, q, o and i. 



TOP VIEW 

SLIDE VALVE. 



"1] a' 



SLIDE VALVE BUSH. 



Fig-. 30 



226 

The i)uri)()se of cavity v is to eounect the upper ends 
of ports and (j in a service application, which Avill be 
further explained later. As seen in the face view of the 
slide valve, n is a long cavity, having; a narrow exten- 
sion at the right hand end. This cavity connects the 
l)oi'ts through which the air escapes from the brake 
cylinder in relccising. Port h is cut diagonally from the 
fMce until it just cuts into the edge, at the top of the 
slides valve. It admits auxiliruy i-cservoir pn^ssure to 
port / in MM emergency ci|)plicnti()n. 

Full Release and Charging Position. — Fig :i] is a 
diagi-anniicdic view of the triple vmIvc in tlu* nbove po- 

pipe Mows through [)assage 

rind ports (/ jo cluniiber Jh, 

' /, now open to cluimber K 



sition. 
(/ to ( 
thenc( 



Air from the hri\k( 
and cylinder cc^p / 
thronah feed aroovi 




a 

Figf. 31 

above the slide valve, whicli is ahyays 

cation with the auxiliary reservoir. 

is the same size as that of the old standard H-1 triple 

valve, Avhich is designed to charge the auxiliarv reser 



\\\ ri'ce communi' 
The feed groove 



227 

voir of an 8-iiieli bi'ake cylinder properly, and prevent 
any appreciable arnount of air fi'oni feeding- back into 
the brake pipe from the auxiliai'v i-eservoir during an 
application. 

For this reason, the feed groove of the K-2 triple 
valve is made the same size as the K-1 so that it is neces- 
sary in the K-2 triple to increase the charging port 
area, through which the air can feed into the auxiliary 
reservoir, enough to enable it to handle the greater 
volume of the auxiliary reservoir of a 10-inch brake 
cylinder. In order to do this, the small port j is added 
to the slide^ valve of the K-2 triple valve only. This 
port registers with port y in the slide valve seat, when 
in full release position. Air then passes from cham- 
ber Y through ports y and j to chamber R and the 
auxiliary reservoir. Brake pipe air then raises check 
valve 15 and supplies chamber Y Avith air as fast as it 
is required. Port j is so proportioned that the rate of 
charging the auxiliary reservoir of a 10-inch brake cylin- 
der is made practically the same as that of the 8-inch, 
which in full release is fed through the feed groove / 
only. (From now on in the explanation the K-2 triple 
only will be referred to, r% the operation of the K-1 
triple is identical with that of the K-2 except for the 
absence of port j in the K-1 triple valve.) Air flows 
from the brake pipe to the auxiliary reservoir until 
they equalize, when the latter is fully charged up. 

Quick Service Application Position. — Position in 
making a service application of the brakes, the air pres- 
sure is gradually reduced in the brake pipe, and there- 
by in chamber, li, as soon as the remaining pressure in the 
auxiliary reservoir and chamber R becomes enough 
greater than that in chamber ft to overcome the friction 
of the piston 4 and graduating valve 7, these two move 
to the left until the shoulder on the end of the piston 
stem strikes against the right hand end of the slide 
valve, when it also is moved to the left until the piston 
strikes the graduating stem 21, which is held in place 
by the compressing of graduating spring 22. The parts 
of the triple are then in the position shown in Fig. 



t 



228 



32. The first luovement of the graduating valve closes 
tlie feed groove i, preventing the air from feeding l)ack 
into the brake pipe from, the anxiliary reservoir/ ^nd 
also opens the upper end of port z in the slide valve, 
while the movement of the latter closes the connection 
between port r and the exhaust port p, and brings port 
z into partial registration with port r in the slide valve 
seat. Auxiliary reservoir pressure then flows through 
port z in the slide valve and port r in the seat to the 
brake cylinder. 




y////y//////y/////y///A 






di 






35 



'W }^^?^ 



F\s. 32 

At the same time the first movement of the grad- 
uating valve connected the two ports o and q in the 
slide valve, by the cavity v in the graduating valve, and 
the movement of the slide valve brought port o to regis- 
ter with port \j in the slide valve seat, and port q with 
port i. Consequently, the air pressure in chamber Y 
flows through ports y, o, v, q and t, thence around the 
emergency piston 8, which fits loosely in its cylinder, 



229 

to chamber X and the brake cylinder. AVhen the pres- 
sure in chamber Y has reduced beh)\v the brake jiij^e 
[)ressure remaining* in a, the check valve raises and al- 
lows the brake pipe air to flow by the check valve and 
through the ports above mentioned to the brake cylin- 
ders. The sizes of these ports are so proportioned that 
the flow of air from the brake pipe to the top of the 
emergency piston 8 is not enough to force the latter 
downward, and thereby cause an emergency applica- 
tion,, but at the same time takes considerable air from 
the brake pipe, thereby increasing the rapidity with 
which the brake pipe reduction moves through the brake 
system. 

Full Service Position. — In a short train the brake 
pipe volume, being comparatively small, will reduce 




Fig. 33 



more rapidly for a certain reduction with the brake 
valve than with long trains. Under such conditions the 



230 

added reduction at each triple valve l)y llie iiiiiek ser- 
vice feature might bi-iiig about so I'apid a. ])i-ake pipe 
reduction as to cause quick action and an emergency 
application, when only a light reduction was intended. 
But this is automatically prevented by the triple valve 
itself. 

By referring to Fig. 33, it will be seen that in the 
quick service position, port z in the slide valve and 
port r in the seat do not fully register. But the open 
ing is sufficient to allow the air to flow from the aux- 
iliary reservoir to the brake cylinder with sufficient 
rapidity to reduce the pressure in the auxiliary reser- 
voir as fast as the pressure is reducing in the brake 
pipe, when the train is of considerable length. But if 
the brake pipe reduction is more rapid than that oL" 
the auxiliary, the difference in pressures on the two 
sides of piston 4 soon become sufficient to compress the 
graduating spring slightly and move the slide valve 
to the position shown in Fig. 33. In this position, 
quick service port y is closed so that no air flows from 
tlie brake pipe to the brake cylinder. The brake pipe 
i-eduetion being sufficiently rapid, there is no need of 
the additional quick service reduction, so the triple 
valve cuts it out. Also ports z and r are fully open, 
and allow the auxiliary reservoir pressure to reduce 
ino!'(^ I'apidly, so as to keep i)ace Avith tlu^ inore ra|)i(l 
bi'ake pipe reduction. 

Lap Position. — When the brake pipe reduction 
ceases, air continues to flow from the auxiliary reser- 
voir through ports z and r to the brake cylinder, until 
the pressure in chamber R becomes less than that of 
the brake pipe to cause piston 4 and graduating valve 
7 to move to the right until the shoulder on the piston 
stem strikes the left hand end of slide valve 3. 

As the friction of piston and graduating valve is 
much less than that of the slide valve, the difference in 
pressure which will move the' piston and the graduat- 
ing valve will not be enough to move all three. There- 
fore, the piston stops in the position shown in Fig. 34, 



231 

This inoyemeiit has caused the graduating valve to close 
port Zj thus cutting off any further flow of air from 
the auxiliary reservoir to the brake cylinder. Conse- 
quently no further change in air pressure can occur, 
aud this position is called lap l)ecause all ports arc 
lapped, that is, they are closed. 



W////////M//M/2 




Fig-. 34 

Should it be desired to make a heavier application, 
a further reduction of the brake pipe pressure is made 
and the operation explained above is repeated, until 
the auxiliary reservoir and brake cylinder pressures 
become equal, after which any further brake pipe re- 
duction is only a waste of air. About 20 pounds brake 
pipe reduction gives this equalization of pressures. 

Retarded Release and Charging Position. — The K 

triple valve has two release positions, full release and 
retarded release. Which one of its ports Avill m_ove 
when the train brakes are released depends upon how 
the brake pipe pressure is increased. If slowly, it will 



232 



be full release, and if quickly and considerably it will 
be retarded release. It is very well known that in 
freight service, when the brakes are released, the ra- 
pidity with which the brake pipe pressure increases 
on any car depends on the location of the car in the 
train. The forward cars, receiving the air first, Avill 
have their brake pipe pressure raised more rapidly 
than the rear ones Avith the old style apparatus. This 
is caused by two things. First, tlie friction in the 
brake pipe. Second, the fact that the auxiliary reser- 
voirs of the front cars begin at once to recharge, thus 
tending to reduce the pressure by absorbing some of 
the i\iv and holding back the flow from tlie front to 
tlie rear cars. The retarded release feature of the K 




Fig-. 35 



triple valve overcomes this second cause, taking ad- 
vantage of the first while doing so. The friction in 
the brake pipe causes the i)ressure in chamber li lo 
l)uild up more ra})idly hi Iriplc Aalves of the front than 
those in the rear. 



233 

As soon as its jjressure is enougli greater than 
auxiliary reservoir ijressure, remaining in chamber R 
after the application above explained, to overcome th(^ 
friction of the piston, graduating valve and slide valve, 
all three are moved toward the right until the piston 
stem strikes the retarding device stem 31, which is 
held in place by the retarding device spring 33. If the 
rate of increase of the brake pipe pressure is small, 
as, for illustration, when the car is at or near the rear 
of the train, the triple valve parts will remain in their 
position, as shown m Fig. 31. The brakes will release 
and the auxiliary reservoirs recharge, as explained 
under Fult Release and Charging. But if the triple 
valve is at or near the head end of the train and the 
brake pipe pressure builds up more rapidly than the 
auxiliary reservoir can recharge, the excessive pres- 
sure in chamber h ^Yill cause the piston to compress 
retarding device spring 33, and move the triple valve 
parts to the position as shown in Fig. 35. 

Exhaust cavity n in the slide valve 3 connects 
port r, leading to the brake cylinder, with port p to 
the atmosphere, and the brake will release, but as the 
small extension of cavity n (Fig. 35) is over port p, 
discharge of air from the brake cylinder to the atmos- 
phere is quite sIoav. In this way the brakes on the 
forward end of the train require a longer time to re- 
lease than those on the rear end. This feature is 
called the Retarded Release, and although the triple 
valves near the engine commence to release before 
those in the rear, as is the case with the old style triple 
valve, yet the exhaust of brake cylinder pressure in 
retarded release position is sufficiently slow to allow 
the rear brakes to release first. This permits of re- 
leasing the brakes on very long trains at low speeds 
without danger of breaking in two or of a very severe 
shock. 

At the same time the back of the piston is in con- 
tact with the end of the slide valve bushing, and as 
these two surfaces are ground to an accurate fit, their 



234 

('Oiilact (*Lits off ('oininiiDieation between ehaiiiber 
//. and R through feed groove i, preventing air from 
feeding throngli from the brake pipe to tVie auxiliary 
i-eservoir by this route. Also, port I in the slide valve 
registers Avith port y and I to chamber E and the 
auxiliary reservoir. Chamber Y is supplied with air 
under these conditions by the check valve 15 raising 
and allowing brake pipe air to floAV past it. The area 
of port I is about half that of feed groove i, so that the 
rate at which the auxiliary reservoir will recharge is 
much less than when the triple valve is in full release 
X)osition. 

As the auxiliary reservoir pressure rises, and the 
pressure on the two sides of piston 4 becomes nearly 
equal, retarding device spring 31 forces the piston» 
slide valve, graduating valve and retarding device 
stem back to the full release position, as shown in 
Fig. 31, when the remainder of the release and re- 
charging will take place as before explained under 
Full Release and Charging. These features of the K 
triple valve are always available even Avhen mixed in 
trains with the old style, the beneficial results being in 
proportion to the number of K triples present. 

Emergency Position. — This position is the sauKt 
Avith the K triple valve as with the old style. Quick 
action is gotten by a sudden and heavy reduction in 
brake pipe pressure. No matter how caused, this re- 
duction in brake pipe pressure causes the difference 
in pressures on the tAvo sides of piston 4 to increase 
very rapidly, so that the friction of the piston, slide 
valve and graduating valve is quickly overcome, and 
they move to the left Avith such force that when the 
piston strikes the graduating stem it compresses grad- 
uating spring 22, forcing back the stem and spring, 
until the piston seats firmly against gasket 23, Si>i 
shoAvn in Fig. 35. The movement of the slide valve 
opens port t in the slide valve seat, and allows auxil- 
iary reservoir pressure to floAV to the top of emergency 
piston 8, forcing it doAvuAvard and opening emergency 



235 

valve 10. The pressure in chamber Y, being instantly 
relieved, allows brake pipe air to raise the check valve 
15 and How rapidly through chambers Y and X to tht^ 
brake cylinder, until brake cylinder and brake pipi' 




Figr. 36 

pressures equalize, Avhen both check valve and emer- 
gency valves are forced to their seats by their springs, 
thus preventing the pressure in the cylinders from 
escaping back into the brake pipe. At the same time 
port s in the slide valve registers Avith port r in the 
slide valve seat, and allows auxiliary reservoir pres- 
sure to flow to the brake cylinder. But the size of 
ports s and r is such that very little air gets through 
them before the brake pipe pressure has stopped 
venting into the brake cylinder. This sudden dis- 
charge of brake pipe air into the brake cylinder has 
the same effect on the next triple valve as would be 
caused by a similar discharge of brake pipe air to the 
adiiospliere. In this way each triple valve applies tlie 
Jiext, thereby giving the (luick and full appUcH-tiun 



236 

through the greater amount of brake pipe air ad- 
mitted to the brake cylinders. The speed Avith which 
the brakes apply throughout the train is so much in- 
creased that with a 50 car train it takes less than 
three seconds. The braking power is also increased 
approximately twenty per cent. The brakes are re- 
leased after an emergency application in the same 
manner as after a service application, except that it 
requires a little longer time, on account of the higher 
brake cylinder pressures and lower brake pipe pres- 
sure. In changing the standard type H triple valve 
to the K type, it will be necessary to add the retarded 
release feature also to make the changes necessary in 
the controlling valves, body and check valve case. 



237 



THE 8i INCH CROSS COMPOUND WEST- 
INGHOUSE AIR PUMP 

With the introduction of the larger locomotives, 
with the po^^^^r to handle the long trains that are 
hauled now in daily service all over the country, as 
well as the large brake cylinders required for tlie 
heavy passenger and freight cars of modem build, 
has so increased the demand for compressed air to 
such an extent that a greater pump capacity has be- 
come necessary on many railroads where the service 
conditions are unusually severe, and to comply with 
this demand the 
8V2-inch cross 
compound pump 
has been devel- 
oped by the West- 
i n g h u s e Air 
Brake Co. This 
pump is not only 
of ample capacity 
for any kind of 
railroad service, 
but in point of 
(efficiency and 
economy in steam 
consumption it is 
a great improve 
ment over the 9^2 
or 11-incli air 
pumps now in use. 
Fig. 37 is a 
])hotograp]iic view 

;nid Fig. 38 is a Fig. 31, Westmghouse s 

d i a g r a m m atic 

view of tliis niv compressor. 

Operation.-— It is luirdly iiecessciry I0 go into tlu^ 
operation of ilie pump in detail, naming the ports as 
I he flow of i\\v or steam occurs, as the valve motion 




Inch Cross Compound 
Air Pump 



238 

ol* this pump is practically the same as that of the 9V*2 
and 11-inch pumps, Avhich is explained under their 
proper heading. The main slide valve is provided 
with the usual cavity, and in addition has four 
elongated ports in its face. The two outer and one of 
the intermediate ports communicate with the two 
cored passages extending longitudinally in tlie valves, 
and serve to make the proper connections between 
the high and low pressure cylinders during the ex- 
pansion of steam from one to the other.. The remain- 
ing port controls the admission of steam to the high 
pressure cylinder. The arrangement of the ports is 
such as to produce a balancing effect on the slide 
valve, thereby acting as a preventative to uneven wear 
of the slide valve face and seat. The cavity governs 
the exhaust from the low pressure cylinder to the at- 
mosphere. The valve seat has five ports. Of these 
tlie two back ones lead to the bottom and top ends re- 
spectively of the high pressure cylinder, the first and 
third ports to bottom and top ends of tlie low pressure 
cylinder, and the second port to the exhaust. 

Fig. 88 is a diagrammatic view of the Sy^-incli 
Westinghouse cross compound pump, showing the up- 
stroke, the ports and i)assages being arranged to clear- 
ly show the passage of steam through them. "While 
steam is being admitted to the bottom end of the high 
pressure cylinder, carrying its piston upward, the main 
slide valve cavity connects the bottom end of the low 
l)ressure cylhider to the exhaust. At the same time its 
cored passages connect the top ends of the high and 
low pressure cylinders, thus expanding the steam 
above the high pressure piston to the top end of the 
low pressure piston, moving the })iston of the latter 
down. During this time free air is being taken into 
Ihe bottom end of the low pressure air cylinder, while 
that in the top is being compressed iuto the high pres- 
sure air cylinder at tlu^ top end. 

During the stroke Ihis intermediate pressure is 
being built up from almosphoric pressure to about 40 



239 



i)oirnds, a result produced by eoinpressing' the large 
volume of air t'l'oui the Jarge Jow pressure cylinder 
into the suiall higli pressure air cyliuder, the result 
being that this gradually increasing pressure acts 



sa 



STCAM MJET. 




40 38 

Figf. 38. Diagram of the Cross Compound Pump Up-Stroke. 
Higrh-Pressure-Steam Side 

downward on the high pressure air piston, thus help- 
ing the steam pressure to force the floating piston 
downward. On the opposite or lower side of the high 
pressure air piston the intermediate air under com- 
pression to the main reservoir is exerting a resistance 



I 

I 



240 

e([iia1 to llic. iWi'ii of the pistoii liiiies tlie niaiji reservoir 
pressure. This is h'ss Ihaii 1h(^ coiiibiiKMl foree acting 
(hnviiAvard on the low pressure steam piston and the 
high pressure air piston, hence the movement of the 
piston is dowuAvard. When the action of the pump is 
reversed, the flow of air and steam on and from the 
opposite side of the piston corresponds Avith that just 
described and the opposite stroke of the pump is com- 
pleted. 

Defects of the 8y2-inch Compound Pump. — When 
the pump fails to start promptly, after being stopped 
by the governor, the intermediate and discharging 
valves should be examined and ground in if found to 
be leaking. A defective receiving valve 37 or 38 can 
be detected by holding the hand on or close to the 
strainer of these valves while the pressure piston is 
moving toward it. When it leaks, you can feel air 
blowing past it. Should the pump run hot it may be 
due to leaks by the piston rod packing, a leaky inter- 
mediate discharge valve, a leaky receiving valve, bad- 
ly worn packing rings in the air end of the pumjj, or 
racing the pump under a high steam pressure may also 
cause the pump to heat. 

When too much oil is given to the low pressure 
cylinder it will collect on the intermediate air dis- 
charge valve, and is liable to cause it to stick open. 
Leakage past final discharge valve 41 and 42 can be 
detected by the slower movement of both the low and 
high pressure pistons toward the leaky valve, and the 
quicker movement of the high pressure piston away 
from it. ^ * 

Other defects are similar to those of the 9^2 ^^^^ 
11-inch pumps and Avill be found under that head. 



PART SECOND, 
Part Second is ivJiolly devoted to a treatise on the 
New York Air Brake and its appliances, including the 
B-3 Neiv York Locomotive Brake Equipment, covering 
in a plain, concise manner, easily understood hy anyone, 
the operation, defects, causes and treatment ; also a large 
list of examination questions and answers on both the 
old and new equipment of tlie New York Air Brake. 
Trusling my readers ivill find the souglit-for information, 
I am, Most truly, 

TTIOS. A, AN NTS. 



The New York Quick- Action Automatic Air Brake 

Also Signal Apparatus 




243 

THE NEW YORK AIR BRAKE 

Question. — 1. AVhat are the principal parts of 
tlie New York Quick Action Automatic Air Brake '^ 

Answer.'— Referring to Plate 1, they consist of the 
duplex air pump, the duplex pump governor, tlie main 
reservoir, the engineer's brake valve, the duplex pres- 
sure gauge, the plain triple valve (on engines and 
tenders), the quick action triple valve (on cars), the 
auxiliary reservoir, the tender drain cup and brake 
pipe strainer combined, the car brake pipe strainer 
and drain cup combined, the conductor's valve, the 
brake pipe hose and couplings, the cut-out cocks, the 
stop cocks, the angle cocks, the brake cylinders, the 
pressure retaining valves and the pipes that connect 
these parts. 

Q. — 2. What are the principal parts of the train 
air signal? 

A. — They consist of a pressure reducing valve, a 
signal valve, a signal whistle, a car discharge valve, 
a signal pipe air strainer, a stop cock, a cut-out cock 
and the piping, hose and couplings necessary to con- 
nect these parts. 

Q.- — 3. What is the duty of the duplex air pump? 

A. — To furnish air at the required pressure to 
o|)erate the air brakes, the air signal and other air de- 
vices on the locomotive. 
I Q. — 4. What is the duty of tlie pump governor? 

A. — To regulate the operation of the air pump so 
as to maintain the required pressure in the air brake 
system. 

Q. — 5. For what purpose is tlu^ engineer's brake 
valve? 

A. — It affords means whereby the engineer can 
a|>|)ly or release the brakes. 

Q.—i). What is the dutv' of the triple valve? 

A. — To control the ports between the brake pipe 
and th0 auxiliaiy reservoir, between the auxiliary re- 
Herypir and tlie brake cylinder, and the brake cylinder 



244 

and the atmosphere, opening and closing them, so that 
the auxiliary reservoir may be charged, the brake ap- 
plied and held applied, and released, as required. 

Q. — 7. What is the function of the brake cylinder? 

A. — To utilize the power of the compressed air and 
transmit it, by means of the foundation brake gear, to 
the car wheels. 

Q.— 8. What is the brake pipe fori 

A. — To conduct the compressed air from the en- 
gineer's brake valve to the triple valve and auxiliary 
reservoir on each car. 

Q. — 9. What is the function of the main reservoir? 

A. — To hold a supply of compressed air with which 
to release the brakes, and to chai-ge the brake pipe and 
auxiliary reservoirs. 

Q. — 10. What is the function of the auxiliary 
reservoir? 

A. — To hold a supply of compressed air to be used | 
in the brake cylinder, when applying the brakes. 

Q. — 11. What are the hose and couplings for? 

A. — To unite the ends of the brake pipe and air 
signal pipe on each car, and make them continuous 
throughout the whole train. 

Q. — 12. What are the angle cocks for? 

A. — To close the rear end of the brake pipe on tlio 
train, and both ends of the brake pipe on tlie cars be- 
fore separating them. 

Q.^ — 13. What are the cut-out cocks for? 

A. — To cut out any defective air brake or signal 
apparatus without interferingN with the operation of 
the other similar parts on the same train. 

Q. — 14. What are the duties of the brake pipe 
strainers and drain cups? 

A. — To prevent dirt and foreign matter fi'om get 
ting into the triple valves, and to collect the moisture 
tliat may find its Avay into the brake pipe. 

Q. — 15. What is the duplex pressure gauge for? 

A.— To indicate at all tinu^s the pressure i]i tlie 
main reservoir and the brake pipe. 



245 

Q. — 16. What is the conductor's valve for? 

A. — To enable any of the train crew to apply the 
brakes should this be necessary, as in an emergency. 

Q. — 17. AVhat is the pressure retaining valve for? 

A. — To retard the exhaust of air from the brake 
cylinder when the triples are moved to release position 
and Avhen the brake cylinder pressure has reduced to 
15 pounds to retain this amount while the auxiliary 
reservoirs are being charged. 

Q. — 18. Whn the whole automatic air brake ap- 
paratus is fully charged, how are the brakes applied? 

A. — By a reduction, no matter how made, in the 
brake pipe pressure. 

Q.— 19. How are the brakes then released? 

A. — By restoring the brake pipe pressure, making 
it greater than that remaining in the auxiliary reser- 
voir. 

THE NEW YORK PLAIN TRIPLE VALVE. 

Q. — 20. What are the essential parts of the New 
York x^l^in triple valve? 

A. — The piston, a slide valve, graduating valve 
operating in a suitable casing or bodv, as shown in 
Fig. 1. 

Q. — 21. What are the connections to the valve? 

A. — Train pipe, auxiliary reservoir and brake 
cylinder. 

Q. — 22. What are the functions of the operating 
parts? 

A. — Slide valve 38 controls the exhaust of air from 
brake cylinder to release brakes. Graduating valve 
48 controls the admission of air from auxiliary reser- 
voir to the brake. 

Q. — 23. How does the air pass through the triple 
to charge the auxiliary reservoir? 

A. — 'Air from train pipe passes to cylinder A, 
llirougli charging groove B and passage C to chamber 
I), and thence tbrougli passage E into the auxiliary 
;^'eservoir. 



246 

Q.— 24. Does a reduction of train pipe pressure 
cause an application of the brake with the plain triplet 

A. — Yes; the same as with other forms of the plain 
1 vpe. 




To Auxiliary Reservoir 

' Fig. 1. New York Plain Triple 

Q.— 25. Explain its operation. 

A. — AVhen the train pipe pressure is reduced the 

piston 40 moves its full stroke, first cutting off the flow 

of air to auxiliary reservoir by closing the charging 

groove B; next causing valve 38 to cover exlumst pori 

. and ynlvc3 48 to open the ^service or graduating port 



247 

and allow reservoir air to enter the l)rake eylinder, the 
quantity admitted being' in proportion to the reduction 
of the train pipe pressure. If the train pipe pressure is 
reduced but little the pressure in the reserydir is soon 
reduced to slightly less than that in the train pipe, and 
the piston 40 starts back and moves graduating valve 
48, without disturbing slide 38, which is held with some 
force by the air pressure, aided by spring 9, and checks 
the return stroke wdien valve 48 has closed the service 
port. 

Q. — 26. Should an increased or full application 
of the brake be desired, how would it be gotten? 

A. — A further reduction of train pipe pressure re~ 
peats the same action and applies the brakes a little 
harder. If the train pipe pressure is reduced 5 to 8 
pounds, the brakes will be applied with but moderate 
force, but if the train pipe pressure is reduced 20 
pounds, the graduating valve 48 will remain open and 
the brakes go on full, as the auxiliary reservoir pres- 
sure will then continue to flow into the brake cylinder 
until the pressure in each case is equalized. 

Q. — 27. How does the brake release? 

A. — An increase of pressure in the train pipe will 
cause all the valves to move back to the position shown 
in the plate, thus releasing the brakes and allowing the 
reservoir to be recharged. 

Q. — 28. For w^hat are port F and chamber G? 

A. — Passage F allows moisture from the train pipe 
to collect into chamber G, where it can be readily 
drained by unscrewing plug 13. 

Q. — 29. What oil is recommended for the plain 
triple ? 

A. — After cleaning the triple valve requires hardly 
any oil, just enough to dim the surface of the slide 
valves and seats and the piston and cylinder surround- 
ing it. Vaseline is excellent when used in this way. 

Q. — 30. Why is there no graduating spring in 
this triple valve? 



24S 

A.— Tlie ])is1on nnd tlu^ slide v;ilves move llirongli 
the same strolve h\ ])()\]\ serviee and eniei'geiiey appliea- 
lions, therefore making a graduating spring nii- 
necessary. 

Q. — 31. Suppose the triple valve in use on an en- 
gine or tender should become defective, how could it 
be cut out? 

A. — By closing the stop cock in the branch or cross 
over pipe put there for that purpose. 

Q. — 32. Is the plain triple intended for use on 
cars? 

A. — No. It is intended for use only on engines 
and tenders in conjunction with 8 or 10-inch brake 
cylinders. 

NEW YORK SPECIAL DRIVER BRAKE TRIPLE 

VALVE. 

Q. — 33. For what service is the special driver 
brake triple valve intended? 

A. — For use on 12 and 14-inch driver brake cylin- 
ders. 

Q. — 34. Please describe the functions and opei'a- 
tion of this special triple valve. 

A. — See description of plain tri2:)le. (Questions 
40-70, Part First.) 

NEW YORK QUICK ACTION TRIPLE VALVE. 

Q. — 35. What are the principal operative parts of 
the New York quick action triple? 

A. — Two pistons with metal packing rings, one 
plain piston, a rubber seated vent valve, a rubber seat- 
ed emergency valve, a non-return check valve, a main 
slide valve and graduating slide valve. 

Q. — 36. As its name implies, the valve is cajjable 
of applying brakes quickly in emergency cases as well 
as more gradually in service applications? 

A. — Yes, in response to a sudden reduction of train 
pipe pressure, the triple applies the brakes almost in- 
stantly. When a gradual reduction is made, brakes ap- 
ply in the service or ordinary manner. 



249 



Q. — 37. In an emergency application, does any 
Ircun pipe pT-essnre go to the brake cylinder f 

A. — No. Anxiliary reservoir pressure is all that is 
used in the brake cylinder with this type of triple. . In 
service application, the auxiliary reservoir pressure is 
sent gradually to the brake cylinder. In emergency 
application, the same auxiliary reservoir alone sends 
pressure to the brake cylinder, but sends it through 
different and larger ports, and sends it in more quickly. 




R^3u;;\ 



Figr. 2. New York Special Driver 
Brake Triple Valve 



FifiT. 3. New York Duplex 
Governor 



Q. — 38. Then iri this type of triple valve no 
greater pressure is obtained in the brake cylinder in 
emergency application than is had in full service? 

A. — No. Tlie sudden rush of pressure from the 
anxiliary reservoir into the brake cylinder in emer- 
gency application, however, sets the brake much more 



3 

250 \ 

quickly, but no .stronger, than does the service appli- 
cation. 

Q. — o!J. Then Avhy should this valve be called a 
quick action valve any more than a plain triple valve, 
Avhicli also has both a service and an emergency appli- 
cation ? 

A. — For tlie reas()n that this valve not only sends 
its auxiliary reservoir i)ressure to the brake cylinder 
very much quicker in emergency application than in 
service, and through larger and separate i)orts, but it 
rediu'.es the train pipe ])!'(»ssure for the succeedijig 
triple, thus giving (juick sei'ial ai)plicati()n throughoui 
tl)(^ entire I rain. 

Q. -40. l)Ut it was said lliaj this ti-iple did not 
vent to the brake* cylinihM- in emergency ap[)lication. 
How, theji, can (|nicl< siM'ial a[)plication be had on a 
number of cars? 

A. — This valve vents train pijx' i)ressure to the at 
mosphei-e at each t rii)le. Train pipe pressure in an 
emergency ap])lication is first vented at the engineer's 
brake valve. This actuates the first triple, Avhich, in 
applying, vents train pipe pressure to the atmosphere, | 
thereby actuating the next adjacent triple. 

Q. — 41. Please explain the operation of the New 
York quick action triple valve. 

A. — ^Figs. 4 and 5 show the valve in end and side j 
elevation, and may be a little difficult to follow. Fig. 6, 
how^ever, is a diagrammatic sketch, in w^hich all parts 
have been placed in one plane for easier study. Re- 
ferring, then, to Fig. 6, it will be seen that the auxil- 
iary reservoir is charged through the usual feed groove 
B. Exhaust valve 38 and graduating slide valve 48 
cover the exhaust and graduating ports, and are moved 
by the main piston 128 for applying and releasing the 
brakes for service stops, in the nsual manner. Thus it 
will be seen that piston 128, exhaust valve 38 and grad 
uating valve 48 alone are used in making a service ap= . 
plication. j 



251 




3 

a 



be 



252 

Q.— 42. A number of parts lie inactive and liave 
not ])een described. "What are these? 

A. — These are the parts which an emergency ap- 
plication calls into play, and Avhicli are inoperative un- 
der ordinary conditions in service application. Vent 
valve 71 is held to its seat by spring 132, assisted by 
train pipe pressure, and is opened when piston 129 is 
forced to the left. Emergency valve 138 is held to its 
seat by spring 140, assisted by auxiliary reservoir pres- 
sure, and can only be opened when piston 137 moves 
to the right. 

Q. — 43. Explain office and movement of the main 
piston 128 and vent piston 129. The double piston 128 
and 129 seems little more complicated than usual. Ex- 
X^lain these. 

A. — Main piston 128 has the same stroke for botli 
service and emergency application, and is extended tO' 
form a cylinder or shell in which piston 129 is fitted. 
Through piston 129 is a small opening F, allowing train 
pipe air to pass through and thus equalize the pressure 
on both sides. This opening is of such a size that when 
the main piston 128 moves slowly to the left, as in ser- 
vice application, the air in space C Avill be pressed 
through the opening F Avithout disturbing the piston ^ 
]29 from the normal position shown. 

Q. — 44. But how will these parts act in an emer- 
gency application? 

A. — A sharp reduction of train j^ipe pressure for 
an emergency stop will cause main i^iston 128 to move 
rapidly to the left. In this case air from space G can- 
not flow through passage F fast enough and exerts a 
momentary pressure upon piston 129 strong enough to 
overcome its resistance and cause valve 71 to be j^ushed 
from its seat. This allows train pipe air to enter the 
passage H and escape to the atmosphere through open- 
ings J and M, while at the same time it forces piston 
137 to the right, which unseats valve 139 and allows 
the auxiliary reservoir pressure to rush almost instant- 



J3 



253 

]y to the brake cylinder throvigli tlie large passages K 
and I J a]id elieck vnlve 117. 

Q. — 45. Will vent valve 71 stand open and ex- 
haust all train line pressure? 

A. — No. As passage F is always open, the tem- 
porary pressure exerted by the air in chamber G has 
meanwhile rapidly lost its effect, and spring 132 has 
returned valve 71 to its seat, thus stopping the escape 
of air when train pipe pressure is sufficiently reduced 




Fig-. 6. Diagrammatic Sketch of the New York Oiiick- 
Action Triple Valve 

to properly apply the brakes. As valve 71 closes it 
returns piston 129 to its original position, its travel in 
that direction being limited by the stop 142. (Valve 
139 and piston 137 have also been returned to their 
former positions.) 



254 

Q. — 4(). How (lot's \he valve release? 

A. - Hesloring- the train pipe ju'essure abovc^ aux- 
iliary reservoii* pressui'e eaus(\s main piston 128, ajid 
with it slide valves 88 and 48, to return to the positions 
shown in the sketch, alloAving the auxiliary reservoir to 
be replenished through the feed groove and the air to 
escape from the brake cylinder to atmosphere, through 
the cavity in the slide valve, thus releasing the brakes. 

Q. — 47. The power, then, for both service and 
emergency applications in this triple, lies wholly within 
its auxiliary reservoir. In service application, the 
auxiliary reservoir pressure is sent gradually to the 
brake cylinder in such divided quantities as may be 
desired by corresponding reductions in the train pipe 
pressure ; while in an emergency application the emer- 
gency valves and larger passageways j^ass the auxil- 
iary reservoir pressure almost instantly to the brake 
cylinder. 

A. — Yes; but while the emergency application is 
being i:)roduced as above described, the train pipe i)res- 
sure is being vented at each triple and causing quick 
st^'ial application on all triples throughout the train. 

Q. — 48. Ports J and M, then, discharge train line 
[)r*essure to the atmosphere, Avhen vent valve 71 is sud- 
(h'lily and widely opened, thereby making a consider- 
able train pix)e reduction whose impulse is felt on the 
following car, and prodiuu^s quick serial ap[)licati()ii 
throughout the train. 

A. — Yes. The quantity of train pipe pressure vent- 
ed into passage H cannot escape through port M as 
rapidly as it entered the passage, so it pushes piston 
137 to emergency application position, and port J is 
thereby made to offer additional exit capacity. The 
exit opening offered by ports M and J in emergency 
application make a sufficient reduction in train pipe 
pressure to actuate the following triple. 

Q. — 49. Then the duty of port M is to discharge 
sufficient train pipe pressure in emergency application 
to actuate the following triple? 



255 

A. — Its only duty is to vent train pipe pressure 
from passage H to the atmosphere, which, with the as- 
sistance of that portion of pressure vented from port 
J, after it has forced piston 137 to emergency, makes 
the desired reduction to throw the next adjacent triple 
i]ito emergency. 

Q. — 50. Could not port J perform tliis work i\h)U{) 
without assistance from port M? 

A. — Not satisfactorily. In the earlier form of tliis 
valve, port M Avas omitted; but pxx)erience x>i'oved timl 
port J could not discharge train pipe pressure in suffi- 
cient quantity to apply the brake and hold it on. The 
auxiliaiy reservoir pressure, in sui)plying the brake 
cylinder, would not reduce lower than the pressure re 
maining in the train pipe, thus releasing the brake, 
which, as train pipe pressure continued to escape 
thi'ough engineer's valve, would reapply in the service, 
t'ort il, however, has sui^ciently added to the exit ca- 
pncity of passage H that sufficient vent is now Imd and 
effective application is assured. Again, i)ort M quickly 
carries off the train pipe leakage past a defective vent 
valve which might otherwise push a tight or clogged 
piston 137 into emergency position. 

Q. — 51. After a light service application has been 
made, can the emergency application be had? 

A. — No. As main piston 128 travels full stroke in 
both service and emergency application, the pistons 128 
and 129 have been closed together, pushing the pres- 
sure in space G out through port F, thus annulling an 
emergency application until after the train pipe has 
been recharged, pistons 128 and 129 separated, and 
space G re-filled. Emergency application can only be 
obtained when the pistons are separated and space G 
filled. Otherwise, vent valve 71 cannot be forced off 
its seat. 

Q. — 52. Inasmuch that auxiliary reservoir pres- 
sure alone goes to the brake cylinder in both service 
and emergency applications, and no train pipe pressure, 
would not the full service be almost equally as effective 
as the emergency? 



J 



256 

A. — No. The service is much slower and the serial 
application being impossible in this case, the full ser- 
vice application would not be nearly as effective as the 
emergency. 

Q. — 53. If tAVO or three non-venting triples are to- 
gether in a train, will the venting of this triple carry 
the impulse through those cars to other venting triples 
beyond ? 

A. — It is doubtful, and Avould depend largely upon 
the condition of the triples. 

Q. — 54. What points should l)e observed in the 
maintainance of this triple? 

A. — The vent piston should be removed from the 
seat, middle portion of the valve case, known to repair- 
man as vent valve seat, both pistons placed in a bath ! 
of light oil to cut the gum around packing ring, the 
rings worked Avith a light pressure with the fingers 
until free in grooves and then, keeping plenty of light 
oil under the rings, turn them until all signs of dirt 
disappear. Clean the cylinders, feed grooves, slide 
valves and seats thoroughly, being careful to remove 
all lint left by cleaning cloth. Lubricate the slide 
valve seats with just enough oil to cover the surface, 
and the cylinder for the main piston with as much oil 
as will hang to its wall, without free oil in bottom of 
cylinder. • Insert the piston, being very careful not to 
double up spring on back of main slide valve and work 
the piston in its cylinder about twenty times. Then 
examine the ring carefully to see that it shows a per- 
fect bearing on its circumferential surface, and if it 
does, turn the packing ring so that its opening will be 
somewhere in the bottom third of the piston and re- 
turn the piston to its place. Lubricate the vent piston 
cylinder the same as the main cylinder. Clean port F 
with pointed match or toothpick, and attach the vent 
piston to the vent valve seat. Place the vent valve seat 
in position on triple valve body, and then push the vent 
piston into its cylinder. Clean all other parts of triph? 
A'alve thoroughly witliout using oil, and put them to* 
gether dry after replacing all defective rubber seats. 






257 

Q, — 55, Might not the shell or extended cylinder 
on the main piston 128 be distorted or sprung out of 
round, causing piston 129 to bind, or work jerky and 
cause emergency application at all times, even Avhen a 
service was desired"? 

A. — Yes, careless and unskilled Avorkmen have 
done this. Sometimes it is done by twisting and prying 
when taking the triple valve down, dropping the piston, 
and by awkwardly catching the shell in a vise, ('are 
should be taken in doing this work. The cap 126 and 
middle piece 130 should be lifted out carefully and 
l)ulled straight out, thereby drawing out piston 12!) 
without injury to itself or shell cylinder. Cnre should 
also be taken in laying dowai the middle piece 130, nob 
to bend the piston 129, which will then bind in the 
middle piece and in its shell cylinder, thus making 
applications uncertain and erratic. 

Q. — 56. Are there not other points to Avatcli in 
taking apart and cleaning the trii)le valve'? 

A. — Yes. As the cap 126 and middle piece 130 
stick together when taken down, due to the rubber 
gasket between them, care should be taken in separ- 
ating them, else the stem of piston 129 Avill be bent. 
Repairmen and cleaners should not hammer and twist 
on the cap to loosen it from the triple valve body, for 
this will tend to bend the piston, thus causing the 
triple to go into emergency when service application 
is attempted. In replacing the main piston and the 
slide valve, care should be taken that the large slide 
has not been reversed. When in its proper position 
the cavity in the valve should be towards the piston 
end. Cap 119 and 141 and plate 127 should be securely 
fastened when replaced. 

Q. — 57. "What would happen if cap nut 141 w^ere 
not securely tightened or the emergency valve leaked? 

A. — It w^ould leak away auxiliary reservoir pres- 
sure the same as a slightly opened bleeder cock in the 
auxiliary, and causes the brake to release. 

Q. — 58. Suppose the check valve leaked or the 
cap nut 119 were not securely tightened and leaked? 



258 

A. — Brake cylinder pressure would leak away and 
reduce braking force as does a leaky leather piston 
packing in the brake cylinder. 

Q. — 59. Although it is not necessary to discon- 
nect the train pipe to clean the operative parts of tlie 
triple, is it not advisable to disconnect and inspect and 
clean the strainer? 

A. — Yes. The improved cup in tlie train pipe has 
proved that it reduces the amount, but does not entire- 
ly exclude the dirt which usually fiiuls its way to the 
triple valve. 

Q. — 60. Please describe this imi)roved strainer. 

A. — It is illustrated in Figs. 7 and 8. The strainer 
is mounted on a removable spider 80, which may be un- 
screwed and the strainer examined without breaking 
the pipe joints. The strainer 35 is x>l^iced at tlie top 
Avhere no water or dirt rolling along in the pii)e can 
reach it. The drainage pocket imiy be emptied by un- 
screwing the plug 32. This device is iiiterchangeable 
with the standard form. 

Q.^61. Is it not highly essential that dirt should 
be excluded as far as possible from this triple? 

A. — Yes. The wear and sticking of the two piston 
packing rings in their cylinders and the troubles at- 
tending the dirt lodging on the vent valve accentuates 
the necessity for the inspector and cleaner to do their 
work thoroughly. The strainer 28 should be taken out 
and cleaned, and also the strainer 35 in the drain cup in 
the main train pipe, previously described. 

Q. — 62. Where would you look for the trouble if 
there was a constant flow of air out of the square vent 
holes (port J) under the side of triple valve? 

A. — Look for dust or sand in the emergency cyli'n- 
der, causing the piston to stick and hold the emergency 
valve from its seat. The dust or sand gets in through 
port J and port M, and the result causes the brake to 
fail to apply, and a leakage from auxiliary reservoir 
which must be supplied from the engine. 

Q. — 63. If the air pump were In bo ring liard. train 
pipe pressure continued to dro^), and brakes could not 



259 



be released, indicating that there was a bad leakage of 
train pipc^ pressure soniewlnu'e, Avliere would you look 
I'oi- Ihe trouble 1^ 

A. — After examining hose couplings and train pipe 
connections proper, and they had. proved to be tight, 
the trouble would probably be found in the triple valve. 




Branch Pipe "Pq 

End View of Drain Cup Boiler 



Figf. 9. New York Pump Governor 

Q. — 64. How could the particular triple or triples 
giving the trouble be located? 

A. — By a blowing or leakage of pressure at port 
M, the round hole. 

Q. — 65. Where would this leakage be coming 
from, and what defective parts would cause it? 



260 

A. — The leakage Avoiild he coming direct from the 
train pipe, through vent valve 71, it not l)eing seated 
properly. 

Q. — 66. ' Wliat causes avouUI prevent the vent 
valves from seating properly and securely? 

A.— First, there might be some dirt or other foreign 
matter lodged between the valve and the seat. Sec- 
ond, a too tight fit of the packing ring in vent piston 
129, due to poor repair work or dirty and gummy cylin- 
der. Third, bent vent piston stem caused by repairmen 
or cleaner wrenching the valve apart or forcing to- 
gether, which holds the vent valve off its seat. Fourth, 
stop plate 142, taken off during cleaning and put back 
out of line, binding the piston and holding the vent 
valve partly open. Fifth, the rubber seat of the vent 
valve, becoming worn at the bottom, will allow the 
lever arm of the vent valve and the stem of the vent 
piston to come in contact, thus leaving an opening past 
the worn rubber seat for train pipe pressure to escape. 

Q. — 67. Should not precautions be taken to guard 
against these faults in cleaning the triple, nnd the rub- 
l)er seat of the vent valve be watclunl clost^ly and l)e ]*e- 
])lnced when it becomes Avorn? 

A.— Yes. 

Q. — 68. Suppose, after an examination of the 
triples, no pressure was found escai:)ing at port M, the 
round hole, but the air pump continued to labor hard, 
and a less violent leakage was found at ports J, the 
square holes, than that just described due to defective 
vent piston, stop plate or vent valve. Where next 
would the trouble likely to be found? 

A. — The emergency valve 138 may not be seated 
tightly, and auxiliary- reservoir pressure is leaking 
past the emergency valve and the stem of the emer- 
gency piston 137 to the atmosphere through ports J, 
the square holes. Auxiliary reservoir pressure is also 
leaking past the emergency valve, through port L and 
non-return check valve 117 into the brake cylinder and 
out of the retaining valve if the leakage is greater 
than can pass the stem of emergency piston. 



2(>1 

Q.- -1)9. AVlial would ccnise llie (Miuvrgency valve 
to l<*ak as just (l('S(*ril)tHi ? 

A. — Dirt 01* other foreign jimtier \\\i\y hv lodged 
between the valve and its seat ; tlie rubber seat may be 
badly worn and in need of renewing; and emergency 
piston may be jammed tight in its cylinder due to dirt 
and sand working in through ports J (the square holes) 
and holding the emergenc^^ valve off its seat. 

Q. — 70. How may these disorders be corrected? 

A. — By renewing the rubber seat, if necessary, or 
by cleaning the emergency valve and piston, and re- 
placing them with no oil on them. 

Q. — 71. Suppose the pump labors hard and brake 
refuses to release, and wdiile search is being made to 
locate the cause of the trouble, it corrects itself and dis- 
appears. "Where would we look for the trouble? 

A. — The vent piston 129 is either gummed up or 
bent. This fault will hold open the vent valve 71,. dis- 
charge train pipe pressure to the atmosphere via pas- 
sage H and port M, the round hole, finally allowing the 
vent valve to leisurely seat and stop the leakage. This 
is one of the most elusive disorders experienced Avitli 
the triple, and wdien the trouble is once located tlie 
triple should be put in order or cut out. 

Q. — 72. If the triple will not respond to an emer- 
gency reduction in the train pipe, that is, if the emer- 
gency parts cannot be brought into play, Avhere should 
the trouble be looked for? 

A. — Either port F has been enlarged or the pack- 
ing ring in the vent piston leaks, thus allowing the 
pressure in space G to escape uniformly with the re- 
duction of train pipe pressure. 

Q. — 73. Are the New York and Westinghouse 
quick action triples interchangeable? 

A. — The one will fit on the cylinder or auxiliary 
reservoir of the other, but, as will be seen by reference 
to the cuts as to the two valves, none of the working 
parts of one will fit the other triple. 

Q. — 74. If, in a train of mixed New York and 
Westinghouse triples, a brake works in quick action 



262 

with a service application, can it be told whether the 
defective triple valve is a New York or AVestinghouse? 

A. — It can in many cases, as a New York triple 
Avliicli works in the emergency, Avill set in this manncL* 
with less than five pounds reduction; while a AVesting- 
house in same condition usually requires more than a 
five pound reduction to apply it. 

Q. — 75. How can the defective valve be located? 

A. — If the ground is dry by luiving a service appli- 
cation made and look to see where the dust is first 
kicked up. If the ground is Avet we might, by locating 
the train men along the train, hear the train pipe pres- 
sure venting to the atmosphere. If these methods fail 
it should be located by closing an angle cock about the 
center of the train and having an application made 
to determine if it is in front of or behind a certain 
l)oint, proceeding in this manner until located. 

Q. — 76. AVhat would be found wrong with the de- 
fective valve? 

A. — The vent piston will usually be found stuck or 
working too stiff in the main piston. 

Q. — 77. AVhat is the object of the small plug in 
vent valve piston 129? 

A. — To permit of easy grinding in the vent valve 
piston ring, a y^^-ineh hole is drilled through tlu^ ])iston 
Avhich gives a free passage of air to and from chamber 
G during the process of grinding. After the ring has 
been fitted the plug referred to should be inserted as 
its absence would prevent the operation of the emer- 
gency features of the triple valve. 

NEW YORK DUPLEX AIR PUMP. 

Q. — 78. How many cylinders has a New York air 
pump ? 

A. — Four. Two steam and two air. 

Q. — 79. Are all cylinders the same size? 

A. — No. One air cylinder is double the area of 
any one of the three other cylinders, which are all the 
same size. 

Q. — 80. Describe the steam end of the pump. 



263 



A. — It is duplex. 

Q. — 81. What is meant by this? 




To Boiler 
(Governor) 



Ezha^ 



Fig. 10. New York Duplex Air Pump 

A. — The piston in each steam evlinder operates the 
slide valve which controls the flow of steam from the 



264 

boiler into opposite steam cylinder and out to the at- 
]iiospliere. 

Q. — 82. HoAv is this accomplislied ? 

A. — By locating the slide valve for the right cylin- 
der under the left one and tlie valve for the left cylin- 
der under tlie right one, and crossing tlie steam poi'ts 
from left valve to right cylinder and riglit valve to left 
cylinder. 

Q. — 83. Describe the steam valves and seats. 

A. — They are ordinary D slide valves such as used 
ill locomotives and admit steam to the cylinder by the 
outside edge of the valve and exhaust it through a 
cavity in the center. The seat having three ports, two 
steam, and the exhaust port betAveen them. 

Q. — 84. Wliat actuates the steam valves? 

A. — A valve rod which is attached to tlie st(»am 
valve and extends into the steam cylinder. 

Q.— 85. How is it done? 

A. — Tlu^ main i)iston rod is di'illed to clear I Ids 
valve rod, a plate is bolted on to the steam piston in 
such a manner as to strike a shoulder on the valve rod 
just before the stroke of the piston in either direction 
is completed, changing the steam valve to its opposite 
position in the steam chest. 

Q. — 86. Do the upper steam ports in each steam 
chest lead to the upper end of each steam cylinder? 

A. — No. The upper port in the left chest leads to 
the lower end of the right cylinder, while the upper 
port in the right chest leads to the upper end of the left 
cylinder. 

Q. — 87. Do both pistons of a New York i)nmp 
move at the same time? 

A. — Xo. Each piston makes a stroke and theji 
waits while the other makes a stroke. 

Q.— 88. Which is the lead piston? 

A. — The right one, on account of the crossing of 
1he steam port, as already mentioned. 

<^, S!). Explain \\\r movemcnl of \\\c ()isl()M. 

A. -Both j)isl()ns ajid steam valves being down, 
when steam is turned on, the right piston makes a 



265 

stroke up, and at the (*-0]ni)leti()]i of tiie stroke eliaiiges 
its steam valve, (*ansiiig the left piston to make a stroke 
lip, ehaiigiiig its steam valve at the completion of 
stroke, causing the right piston to move down, etc. 

Q. — 90. How many air valves has <i New York 
I)ump ? 

A.— Six. 
Q. — 91. Name them. 

A. — Upper and lower receiving valves, upper and 
lower intermediate valves, and upper and lower dis- 
charge valves. 

Q. — 92. Where are the valves located? 

A. — The receiving valves in passage leading from 
the atmosphere to the low jDressure air cylinder, the 
intermediate valves in passage leading from the low 
to the high pressure cylinders, and the discharge valves 
in passages leading from the high pressure to the main 
reservoir. 

Q. — 93. Explain how atmospheric air gets into 
the cylinders. 

A. — The low pressure piston moves up first, and 
draws in air from the atmosphere through the receiving 
valve. The high pressure i)iston then moves up and 
draws in air from the atmosphere through the receiving 
and intermediate valves. This is also true of the down 
stroke. 

Q. — 94. Explain how the air is discharged from 
the cylinders. 

A. — The low pressure piston moves down first, dis- 
charging its air through the lower intermediate valve 
into the high pressure cylinder. The high pressure pis- 
ton then moves down, discharging the air from its 
cylinder through the discharge valve into the main 
reservoir. This is also true of the up strokes. 

Q. — 95. What pressure does the low pressure pis- 
ton work against? 

A. — About 30 or 40 pounds. 

Q. — 96. How much pressure does the high pres- 
sure piston work against? 



266 

A.— When 30 or 40 or more pounds pressure lias 
been aeciiinnlahMl in tlie luain reservoir, the high pres- 
sure piston always starts on its stroke against the jn^es- 
sure accumulated in its cylinder by the Ioav pressure 
piston, and must compress it slightly above the main 
reservoir pressure in order to discharge the air to the 
main reservoir. 

Q. — 97. How shouUl an air pump be started? 

A. — Slowly always, and not speeded up any until 
at least 30 pounds has been accumulated in the main 
!*eservoir. 

Q.— 98. Why? 

A. — Because all locomotive air pumps depend more 
or less on the pressure in the air cylinder to prevent the 
piston striking the heads, and less than 30 pounds is 
unsatisfactory. 

Q. — 99. How f^st should an air pump be run? 

A. — Fast enough to nuiintain standard pressure 
and permit the governor to stop the pump frequently, 
providing this speed is not such as will cause the pump 
to heat excessively. 

Q. — 100. What should be known about the air 
[)iimp before leaving the round-house? 

A. — That the piston rod packing does not leak; 
that there are no unusual knocks or pounds; that the 
steam exhausts are regular and that the air making ca- 
pacity is normal. 

Q. — 101. What will be the result if the rod pack- 
ing blows out? 

A. — It will blow the oil from the rod and sw^ab. 
If the air end high pressure rod packing, it will 
cut the capacity of the pump down 50 per cent, and 
loose the cushion which the New York pump must have 
to prevent the piston striking the head. If it is the 
steam packing, it will permit a great deal of steam 
to pass in at the lower air receiving port, filling the 
brake equipment wdth water. 

Q. — 102. Give the common cause of unusual 
knocks or pounds in the New York air pump. 



267 

A. — The loss of air cushion to stop the pistons at 
the completion of the stroke, due to air piston rod 
packing, or air cylinder packing, leaking. 

Q. — 103. Suppose either one of these troubles had 
existed and been remedied, and the pump still lias a 
knock in it, Avhat is Avrong? 

A. — This will usually be found to be caused by the 
steam or air piston loose on the rod, which is a comiuoji 
I'esult of the loss of the cushion permitting the piston 
to strike the head. 

Q. — 104. What could cause the steam exhaust to 
soujul irregular! 

A. — Air leakage frcfin the main i-eservoir back into 
the high pi'essure cylinder, fi-om the high pressuJ'c 
cylinder into the Ioav pi-essure cylinder or an air valve 
stuck or held to its seat. 

Q. — 105. What is Avrong if the steam exhausts 
sounds in two i)airs spaced well apart, and the other 
pair very close together? 

A. — An intermediate valve or a cylinder gasket 
between the two cylinders leaking. 

Q. — 106. How could this cause it? 

A. — By permitting the air from the high pressure 
cylinder to pass over into the low pressure cylinder 
forcing the low pressure piston away from the cylinder 
and instead of forcing the air into ]uain reservoir. As 
a result, Avhen the low pressure piston takes steam, it 
has both steam and air pressure to cause it to make a 
(luick stroke, which brings two steam exhausts very 
close together. 

Q. — 107. Wliat is wrong with a New York pump 
Avhen the spaces between three exhausts are about 
equal, and the space between the third and fourth ex- 
haust is very long! 

A. — A discharge valve is bi'oken, the upper aii* 
cylinder gasket is leaking badly between tlie discharge 
valve cavity and cylinder, or the lower intermediate 
valve seat is loose and has unscivwed. raising the inter-- 
mediate VHlye against its stop post, 



268 

Q.— 108. What will be the result if the upper 
intermediate valve seat works loose? 

A. — As it forms the lift stop for the upi)er receiv- 
ing valve, the seat Avill work cloAvn and prevent the 
opening of the receiving valve. 

Q. — 109. How should the air cylinder be oiled? 

A. — Through the oil cups aiul piston swabs i)ro- 
vided for that purpose, the high i)ressure cylinder being 
given tlie greater quantity, because of the liigh pres- 
sure and higher temperature wliicli that piston Avorks 
against. 

Q. — 110. What shouhl be doiu^ Avith an air puDip 
which stops? 

A. — P'ii-st jar the sleam *liead ligliUy. Jf this is 
ineffectual, close the aii- pumj) throttle, open the waste 
cock of the steam cliest of tlie })um}) and again jar the 
steam liead lightly; then open the pump throttle (|uick- 
ly. A third place to investigate is the small pin hole 
in the pump governoi-. tf thei-e is a constant flow of 
|)]'essure at this pin hole, it indicates that the dia- 
phi-agm valve is leaking, i)ermitting pressure to accu- 
nudate on top of the piston and hold the steam valve 
to its seat. 

Q. — 111. If, after nuiking the throttle test, the low 
])ressure piston moves up aiul stops at the upper end of 
the stroke, and the high ]U'essure piston refuses to 
move, where should the trouble be looked for? 

A. — In the steam cylinder of the high pressure 
side. The valve rod is probably broken, or the revers- 
ing plate Avorn through. 

Q. — 112. After the throttle test, suppose the Ioav 
pressure piston moves up, also the high pressure piston, 
but the low pressure piston fails to move down, Avhat is 
the probable cause of that trouble ? 

A. — The A^alve rod of the Ioav pressure side has 
broken, or the reversing plate is Avorn through. 

NEW YORK PUMP GOVERNOR. 

Q. — 113. Please describe the purpose and opera- 
tion of the New York pump governor, 



269 

A.—Tii the New York governor, tlie diaphragm 
acts as a valve, seating against a post containing a 
passageway leading from the under face of the dia- 
phragm to the piston cylinder. 

Q. — 114. If the governor has been properly ad- 
justed, and Avithout any change of adjustment gradual- 
ly increases the amount of pressure carried, Avhere 
sliould the trouble be looked for? 

A. — Gum has accumulated on the face of the dia- 
phragm where it seats against tlie post, thereby in- 
creasing the length of the post and reducing the lift 
of the diaphragm. 

Q. — 115. HoAv could this cause the trouble? 

A. — It increases the tension of the spring and re- 
duces the opening for the passage of air to the top of 
the piston. 

Q. — IK). AVhat is wrong il' the goNcruor stops the 
|)vmip ajid refuses to release it until aller the pressure 
has been considerably I'educed? 

A. — The diaphragm fails to cut oft' pressure from 
the top of the piston because of leakage past its seat, 
permitting air to flow down on to the i)iston, holding 
the steam valve closed. 

Q. — 117. How can it be determined that the 
trouble is due to a leaking diaphragm? 

A. — In this case there will be a constant flow of 
l)ressure out of the small pin hole in the governor cyl- 
iiuler. 

Q. — 118. Suppose a good working pump decreases 
in speed day after day, until it finally runs so slowly 
that it cannot do its work. Where should the cause of 
the trouble be looked for? 

A. — Examine the stem of the steam valve for de- 
posit which causes the steam valve stem to stick in its 
bushing. This can also be caused by too close a fit of 
the stem in its niit or the piston sticking in its cylinder. 

Q. — 119. What is Avrong if the governor fails to 
stop the pump when the standard pressure has been 
accumulated ? 



270 

A.— If it had been correctly adjusted, the waste 
port from the under side of the piston may be closed, 
the diaphragm may be leaking around its edge and the 
relief port in spring box closed. Or, as is usually the 
case, the port leading from the diaphragm seat to the 
top of the piston is closed with gum. 

Q. — 120. What causes the accumulation of gum at 
this i:)oint? 

A. — Continuous leaking past the seat of the dia- 
plii-agm causes heavy expansion of air at that point, 
and the result of the heavy expansion is to cause 1lie 
moisture in tlie air to precipitate, and Avith it the oil 
wliicli comes from the immj) in tlu^ form of vapor. 

NEW YORK ENGINEER'S BRAKE VALVE. 

Q. — 121. What ai'c the woi'kiiig i)arts of tlie New 
York engineer's bi-ake valve .^ 

A. — Tlu^ main slide, valve links, bell crank, shaft 
and handle for operating same. The graduating slide* 
valve, equalizing piston and i)ivoted lever coniiectiii.i;' 
the two. An excess pressure valve and its spring. 

Q. — 122. What is the purpose of this valve? 

A. — To give as large an opening from the train 
lupe to the atmosphere in service application as pos- 
sible, without giving (juick action: and when a certain 
train pipe reduction has been made, corresi)onding to 
the position of the brake valve handle, the discharge 
from the train pipe is automatically shut off. When 
the handle is placed in emergency position, a large free 
opening ivS given from the train pipe to the atmosphere. 

Q. — 123. The valve, then, will gradually reduce 
train pipe pressure for service application, and quickly 
for emergencA" application? 

A.— Yes.^ 

Q. — 124. Is this an eciualizing discharge valve? 

A. — Yes. The engineer makes the opening for the 
discharge of pressure from the train pipe to the atmos- 
phere, and the graduating slide valve operated by the 
e(iiializing piston gradually closes it off. 



271 

Q.— :125. Where is the main reservoir pressure 
foLiiid ill the valve 'i? 

A. — On the back of tlie main slide valve, under the 
excess pressure valve, and to the red hand of the 
gauge. 

Q. — 126, Where is the train pipe pressure founds 

A. — On the underside of the main slide valve, or 
the train pipe side of the equalizing piston (in chamber 
A), and when the handle is in running position from 
the train pipe, through the cavity in the slide valve into 
governor cavity E (Fig. 16), and the black hand of the 
gauge. 

Q. — 127. Where is the supplementary reservoir 
pressure found? 

A. — In chamber D, between the equalizing piston 
and cylinder head, and through port H up to the main 
slide valve seat. 

Q. — 128. HoAV does air pass from the main reser- 
voir through this valve to the train pipe? 

A. — If in full release position it is passed through 
a large, free opening ; and in running position, through 
a restricted opening, and an excess pressure valve 
wliich holds a given amount of pressure in the main 
7*eservoir above that permitted to pass to the train line. 

Q. — 129. What takes place when the handle is 
placed in full release position? 

A. — Main reservoir pressure passes through a 
large, free opening at the end of the main slide valve 
into the train pipe. At the same time the pressure in 
the supplementary reservoir and chamber is discharged 
to the atmosphere. Main reservoir pressure also passes 
through ports E into the governor cavity (Fig. 16), 
thence direct to the pump governor. 

Q. — 130. Why is it necessary to discharge the 
pressure from the supplementary reservoir and cham- 
ber D in full release position? 

A. — In order to permit the train pipe pressure in 
chamber A to force the piston to its normal position, 
as shown in Pig. 16, where it must be at the commence- 
ment of the service application. 



272 

Q.— 131. WJiat takes plaeo wlien Die l)rnke valve 
is placed in j-iinniii^ position, wliieli is llie next po 
sitioii on the quadrant? 

A.— Tlie large, free opening for the ]nain reservoir 
to the train line is closed, the governor cavity E is 
connected direct to the train pipe by cavity M in the 
slide vale. Main reservoir pressure passes the excess 
pressure valve into governor cavity and train pipe. 
Air also passes into chamber A througli cavity J and 
I^ort H, charging the supplementary reservoir witli 
train pipe pressure. 

Q. — 132. What is the purj)ose of excess pressure 
valve ? 

A. — To maintain in the main reservoir a predeter- 
mined pressure above that in the governor cavity and 
the train pipe. After this pressure has been attained 
in the main reservoir, the excess pressure valve will un- 
seat, permitting pressure above the predetermined 
amount to pass into the governor cavity and the train 
pipe. 

Q. — 133. What is excess pressure used for? 

A. — For releasing brakes and recharging auxiliary 
reservoirs. 

Q. — 134. What is the next position on the quad- 
rant and what is it used for? 

A. — Lap. To blank all ports excepting that port 
between the train pipe and supplementary reservoir as 
previously explained. 

Q. — 135. What happens when the brake valve han- 
dle is placed in the next notch — the first of the service 
application notches? 

A. — Communication is shut off between the supple- 
mentary reservoir and train line; and the train pipe 
exhaust port F in the main slide valve, permitting 
train pipe pressure to pass into port F, and out through 
ports Gr and C to the atmosphere. This reduction of 
train pipe pressure in chamber A, on the train pipe side 
of the equalizing piston, allows the unchanged pressure 
in supplementary reservoir and chamber D to move 



273 



ilie piston against tlie weaker train line pressure, there- 
hy, through the medium of the I'lihtrnnied lever, mov- 
ing the graduating slide valve on the face of the main 



, . Graduating 





ngA9 



Fxg,l§ 




Face of Slidd Valve- 



Fxg.J7 







K 



^ 



Eg. 20 



Tzr 



1 1 H To Gauge 

h\ Black Hand 

i^'l Traia Pipe 

Proasare 



To Train To'.Maio 
Pipe Reservoir 

New York Eng-ineer's Brake Valve 




274 

slide valve, and ij;'radually (•lositig* the train i)ij)e exhaust 
port F. 

Q. — 13G. What happens if the brake valve handle 
is moved to any of the other service notches? 

A. — Tlie same as explained in the preceding de- 
scription, except that the further the handle is ad- 
vanced, the further the train line exhaust port F is 
moved away from the edge of the graduating slide 
valve, thus requiring a further advance of the equaliz- 
ing piston to close the train pipe exhaust port, which 
can only be brought about by a heavier reduction from 
the train pipe. 

Q. — 137. HoAV much pressure will be drawn from 
the train pipe if all the service notches have been used i 

A. — From 23 to 25 pounds. 

Q. — 138. What takes place when the handle is 
placed in the emergency position? 

A. — Pressure is charged direct from the'train pipe 
through large ports J, K and C to the atmosphere. 

Q. — 139. W^hat parts of the valve need lubrica- 
tion? 

A. — The nmin slide valve, gi'aduating slide valve, 
e(iualizing piston nnd handle shaft, the usual lubricants 
heing used. 

Q. — 140. What is wrong if, Avhen applying brakes 
on a train, or when brake valve is on lap, the governor 
stops the pump and prevents the accumulation of excess 
l^ressure with which to release and recharge brakes? 

A. — A slight leakage past the excess pressure 
valve. In some cases this disorder is aggravated by 
the stopping up of the small pin hole in the pump 
governor. 

Q. — 141. How would you proceed to clean the ex- 
cess pressure valve? 

A. — After drawing off all the main reservoir pres- 
sure, remove the cap of the excess pressure valve, and 
rub clean with a little kerosene oil, replacing the parts 
dry. 

Q. — 142. If, with a long train, and brake valve 
handle in full release position, train pipe pressure in- 



275 

creases very slowly, where should the trouble be looked 
for? 

A. — Lost motion on the inner end of the handle 
shaft, and in the links and pins between the handle and 
the main slide valve. This lost motion decreases the 
opening past the middle slide valve and stuck brakes 
may result. 

Q. — 143. "What provision has been made to assist 
tlie engineer in finding the ninning position when the 
sliarp point of the handle latch has been worn off! 

A. — A pin is set in on the inside of the quadrant, 
just below the running notch. By feeling with his fin- 
ger the engineer may be guided to running position. 

Q. — 144. "What is wrong if the brake valve is 
handled properly and fails to automatically close oft' 
train line exhaust, requiring the engineer to push tlie 
valve handle toward lap to stop the discliarge from tlie 
train pipe? 

A. — Any leakage of pressure from the supplement- 
ary reservoir or its connections. 

Q. — 145. At what points may this leakage occur? 

A. — At any of the joints between the supplement- 
ary reservoir and brake cylinder head and valve body, 
but it is usually found in the packing leather of the 
equalizing piston. 

Q. — 146. How can this leakage be located? 

A. — If the leakage is to the atmosphere it may he 
found by coating the joints Avith soap suds. If it is in 
the piston packing leather, after ascertaining that there 
is no leak in the slide valve, move engineer's valve 
handle 53 to the running position to charge the sup- 
plementary reservoir, then let all air out of train line 
by moving handle to emergency position. If now the 
cut-out cock in train pipe beneath engineer's valve be 
closed and the handle 53 placed in any service notch, 
a leak by the packing leather from supplementary reser- 
A^oir will be manifest by a movement of the black hand 
of the duplex gauge. 

Q. — 147. Should a more exacting test be recjuired, 
jiow ^should it be made? 



276 

A. — By increasing train pipe volume, making it 
equivalent to the volume found witli a long train. Then 
operate the valve to be tested, in service application 
l)ositions, to ascertain if tlie valve will automatically 
close off. If the train pipe discharge fails to totally close 
off, tliere is a leakage at some point from the eciualizing 
reservoir cavity; probably i)ast the packing leather oT 
the equalizing piston. 

Q.— 148. What could cause this leakage? 

A. — Packing leather improperly fitting the cylin- 
der, being Avorn through by expansion spi'ing, or tbe 
boltom of the cylinder- cut by dirt accunudating thei-e 
fi-oni the train pipe. 

Q.— 149. If the brake valve handU' is left in full 
i-clcas(^ ])()sition to quickly rcchai'ge a train, then moved 
dii'cct from full release to first notch service, will the 
valve automatically close after the usual number of 
pounds has been draAvn off? 

A. — No; because the supplementary reservoir has 
emptied in full release position, and the graduating 
feature of the valve depends on the train line and sup- 
l")lementary reservoir i)ressures being equal at the com- 
mencement of the application. The handle was not 
stopped on running position to recharge the supple- 
mentary reservoir, hence the graduating, equalizing 
feature of the valve is temporarily lost. 

Q. — 150. Suppose a stop has been made Avith a. 
fifteen pound reduction, and the brakes released im 
running position, to Avhat position on the quadrant 
must the handle be moved to get a discharge of pres- 
sure from the train pipe? 

A. — Xo pressure Avill be discharged from the train 
pipe until the brake valve handle has been moved be- 
yond the notch where the last application was made. 
The equalizing feature of the preceding notches is ren- 
dered inoperative until after the supplementary reser- 
voir has been emptied in full release position. 

Q. — 151. HoAv must this valve be handled to make 
it operate properly in applying brakes? 



277 

A. — After each ai)plication llie brake valve liandle 
jiuist be placed in full release position long enough to 
exhaust all air from the supplementary reservoir, left 
in running position long enough to recharge the sup- 
pkmientary reservoir from the train pipe, moved to the 
ai)plication notch representing the number of j^ounds 
to be drawn off, and left in that position until tlie ex- 
liaust is automatically closed. 

Q. — 152. What will be tlie result ii' tlie main slide; 
valve leaks'^ 

A. — It usually releases brakes. 

Q. — 153. How slu)\dd leakage; tests of Ihe slide 
valve be made? 

A.— See Q. and A. 430, First Part. 

Q. — 154. How should a stop be uuide witli a liigli 
speed x^^issenger train successfully, on a slippery rail, 
i. e., when you cannot depend on sand, as with a side; 
wind or saiul pipes stopped u])? 

A. — I^se the two application uu^thods; apply tlie 
brake hard with service application Avhile speed is 
iiigh; as the speed reduces to 15 or 18 miles j)er hour, 
release all brakes and then apply the brake lightly for 
final stop. 

NEW YORK AIR SIGNAL EQUIPMENT. 

Q. — 155. What are the essential parts of the train 
air signal equipment? 

A. — As shown in Figs. 11, 12, 14 and 15, they con- 
sist of a signal pressure reducing valve, a signal whistle, 
a car discharge valve and signal valve. 

Q. — 156. What is the duty of the signal pressure 
reducing valve, Fig. 11? 

A. — To maintain the required signal pipe pressure; 
regardless of what the main reservoir pressure may be. 

Q. — 157. What is the recommended amount of 
j)re»ssure for use with the air signal? 

A.- — About 40 pounds. 

Q. — 158. How^ does the pressure re;(lueMng valve 
operate? 



278 

A. — The tension of the regulating spring on the 
diaphragm holds the supply valve off its seat to allow 
main reservoir air to flow into the signal pipe. As soon 
as the pressure in the signal pipe and the chamber un- 
der the diaphragm is sufficient to overcome the tension 
of the regulating spring (usually about 40 pounds), 
the diaphragm rises, and the supply valve spring, as- 
sisted by main reservoir pressure, forces the supply 
valve to its seat, thus closing communication between 
the main reservoir and the signal pipe. When the 
signal pipe pressure reduces below 40 pounds, or what- 
ever the adjustuumt may be of the valve regulating 
spring, this spring forces the diaphragm down, unseat- 
ing the sui)ply valve, and establishes communication 
again between the main reservoir and the signal pipe. 

Q. — 159. IIow should the cai* discharge valve be 
o[>erated to obtain the best residts.' 

A. — It should be operated (piickly so as to i)roduce 
a short, (juick reduction of the sigiud pii)e i)i"essu?'e. 

Q. — 160. How much of an openijig should be made 
at the car discharge valve when the cord is pu11(mL' 

A. — The cord should be pulled hai'd enough to in- 
sui'c the full opening of the car discharge valve. 

Q. — 161. How long should the cord be held when 
giving a signal ! 

A. — About one second. 

Q. — 162. How long should the car discliarge valve 
remain closed before giving the lu'xl blast? 

A. — About three seconds. 

Q. — 163. Should more time be given betweiMi the 
blasts on long trains? 

A. — Yes; better results will be obtained if for 
every six cars additional cars ])laced in the train, origi- 
\m\\y of eight cars, a second is added to the time be- 
tween the blasts. 

Q. — 164. Why is the opening in the signal i)i'es- 
sure reducing valve at the signal pipe connection uuide 
small, or restricted ? 

A. — In order to maki^ tln^ main rescrvoii* air feed 
gently into the g;igual pipe, 



279 




■*• To Signal Pipe 




F.g. 11. 



•♦To Miin Reservoir (7^^^; 

Pressure Reducing Valv* *^ 





PfMsure. Retaining Valve 

Fig.n* 



Or Discharge VaIv« ^"^ SignalPipe , 

Fig.f4. ■ rg 




^m 




Pig I & -Signal Valve 

New York SijrnaUinir Apparatus and Pressure Retainingr Valve 



280 

Q.—lfif). VVIuit parts arc (MMitaincd in, 1lu^ si^'iial 
valve, Fig. 15? 

A."— The upper east% llic ruhhcr (liaplii'agiii, llie 
(liaphragm stem complete, the lower diaphragm plate, 
the diaphragm nut, the air valve, the cap, the upper 
diaphragm washer and the lower case. 

Q. — 166. What is the duty of the signal valve 
diaphragm ? 

A. — When a reduction is made in signal pipe pres- 
sure, to raise the air valve and cause the whistle to 
sound a blast. 

Q. — 167. AVhat is the duty of the air valve? 

A. — To control the flow of air from the signal valve 
to the signal whistle. 

Q. — 168. What pressure normally is carried in 
the air chamber of the signal valve? 

A. — Signal pi23e pressure, 40 pounds. 

Q. — 169. How does the signal valve operate? 

A. — When the signal pipe pressure is reduced sud- 
denly, as when the car discharge valve (Fig. 14) is 
opened, the air flows from the chamber above the signal 
valve diaphragm faster than it can come back through 
the equalizing port in the diaphragm stem from the 
low^er air chamber. As a consequence, the diaphragm 
is then forced upward, and the three prongs, or up- 
rights, of the diaphragm stem force the air valve from 
its seat. Air then flows to the whistle, causing it to 
make a blast. As soon as the diaphragm rises, the 
pressure on both sides of it, above and below, equalize 
quickly through the passage in the diaphragm stem, 
and it drops back to its normal position, the air valve 
seated, and the flow of air to the whistle is cut off. 

Q. — 170. Where would you look for trouble if, 
when you release brakes, the signal whistle blows? 

A. — In the signal pressure reducing valve. 

Q. — 171. What would be the probable trouble? 

A. — The supply valve would probably be stuck 
open or be leaking, and as a consequence the signal 
pipe would have main reservoir pressure in it. 



281 

Q. — 172. With this condition prevailing, how 
{'oukl releasing the brakes cause the whistle to blow";? 

A. — When brakes are released the main reservoir 
pressure is reduced and the signal pipe pressure, being 
equal to main reservoir pressure before the release, 
signal j)ipe air will flow back through the signal pres- 
sure reducing valve into the main reservoir. The re- 
duction of pressure in tlie signal pipe thus made will 
cause the Avhistle to blow. 

Q. — 173. If no air can be had in the signnl pipe, 
wliere would you look for tlie trouble? 

A. — The reducing valve is probably cut out, or 
stopped up, so that no air can pass through it. 

Q. — 174. If the signal whistle gives the i)r()j[)er 
blasts from a short train, but it is impossible to get 
more than one blast from the rear of a long ti-aiii 
wliere Avould you look for the trouble. 

A. — Examine the signal valve diaj)lircigni. II. is 
probably stretched or distorted. 

Q. — 175. Should the whistle blow conslHiitly, 
where would you look for the trouble? 

A. — Dirt on the seat of the air valve, allowing air 
to flow constantly to the whistle. If a piece of dirt 
gets betAveen the diaphragm stem and the center post 
in the signal valve lower chamber, that is large 
enough, it will raise the diaphragh up so that the 
whistle valve Avill be held off its seat. 

Q. — 176.. rf the signal pipe is charged up to the 
proper pressure, and the whistle does not blow Avhen 
the cord is pulled from the first car where would you 
look for the trouble? 

A. — The whistle or the pipe leading from the 
signal valve to the whistle may be stopped up, or a 
bad leak in this pipe would prevent the whistle from 
blowing. 

Q.^ — 177. If on pulling the signal cord on one car 
it is found that air does not escape at the car discharge 
'valves aliead and back of this one, Avhere will the 
trouble be? 



282 

A. — If the cut-out cock is open to the discharge 
valve it is likely the leather seat is loose in the dis- 
charge valve stem, or what is more likely, the pipe 
strainer is stopped up with dirt. 

Q. — 178. If the car discharge valve leaks, wliat 
should be done? 

A. — The cut-out cock in the branch pipe slu)uhl be 
closed, if it leaks badly, and tlie valve removed for in- 
spection and repairs. 

Q. — 179. Could a baggy oi- distorted din[)liragm, 
or dirt upon the uprights on tlie diaphragm stem, or 
on the face of the air valve disc, or upon tlie air valvt* 
seat, . or on the stop post in the lower case, cause th(^ 
same defects in operation as that had in the older valve '! 

A. — Yes; as the later form of the valve operates on 
the same principk\ all these things can produce the same 
defects in operation. 

Q. — 180. AVhei'e and in what position slionld the 
signal pressure I'educing valve b(^ located? 

A. — As shown in Plate 1 in the cal), in an nprighl 
position, to prevent freezing. 

THE NEW YORK PRESSURE RETAINING 
VALVES. 

Q. — 181. How many forms of pressure retaining 
valves are there in use ? 

A. — There are four. 

Q. — 182. "Which is the most common? 

A. — The freight car retainer shown in Fig. 7. 

Q.— 183. What are the other forms? 

A.— The style P P V and D B. 

Q.— 184. For Avhat are the style P and P V re- 
tainers used? 

A. — For 12, 14 and 16-inch passenger car cylinders. 

Q. — 185. What is the ditTerence betAveen the stvle 
P and the style P Y^? 

A. —Style P Y has a shaft extended from the re- 
taining plug for the handle, so that the retainer can be 



283 





Fig. 7. Freigrht Car Pressure Retaining- Valve 



located outside of the vestibule and be operated from 
the inside; otherwi>se thev ai'e alike. 

Q. — 186. 
Why is it 
necessary to 
use a special 
pressure re- 
tainer on 
passenger 
cars having 
12-inch or 
PR 8 larger brake 
cylinders ? 

A. — As the 
style S triple 
valve used 
on 12, 14 
and 16-inch 

cylinders has a larger exhaust port than the smaller 
triples, it was necessary to make the retainer larger 
to correspond in order to reduce the pressure from the 
larger brake cylinders as fast as the smaller pressure 
retainer did from the smaller cylinders. 

Q. — 187. Where are the retaining valves usually 
located? 

A. — They are placed at points about the cars and 
locomotive, easily accessible by train and enginemen, 
where they may be conveniently operated. On frieght 
cars they are usually located close to the' hand brake; 
on passenger cars, at the end and inside of vestibule; 
on locomotives, inside the cab, and on the tender, near 
the gangway. 

Q. — 188. How are the retaining valves piped? 

A. — As shown in Plate 1, they are piped to the 
exhaust port of the triple valve, so that when the triple 
valve goes to release position, the exhaust air from 
the brake cylinder must pass through this pipe to the 
pressure retaining valve before it can escape to the 
atmosphere. 



. 284 

Q.^ — 189. Wliero are i)ressin'o retaining valves 
mostly iis(u] ^ ' 

A. — In niounlain ser-viet\ to assisi in letting trains 
down grade safely. 

Q. — 190. How do they operate to inerease the 
facility and safety of train handling i 

A. — In mountain service, when the engineer de- 
sires to recharge the auxiliaries without allowing the 
train speed to increase materially, they retard the ex- 
haust of air from the brake cylinder until the pressure 
reduces to about 15 pounds, and then retain this latter 
amount. To do this, however, the pressure retaining 
valve handles must be turned to a horizontal position. 
In level grade service, pressure retaining valves are 
used to advantage in holding the slack bunched in long 
trains wdiile releasing the automatic brake, to prevent 
breaking in two. 

Q. — 191. If the handle of the freight car retainer 
is turned up to a horizontal position, how much pres- 
sure will it hold, or retain, in the brake cylinder? 

A. — About 15 pounds. 

Q. — 192. Does the passenger ear retainer hold tlie 
8a me amount of pressure T 

A.— Yes. 

Q. — 193. With a freight car retainer handle 
turned up, how long shoidd it take the brake cylinder 
l)ressure to blow down to 15 pounds from 50 pounds, 
with 8-inch piston travel and an 8-inch cylinder? 

A. — About 58 seconds. 

Q. — 194. How long will it take to blow down un- 
der the same conditions with a 10-inch passenger car 
cylinder, 14-inch, 16-inch? 

A — About 62 seconds. 

Q. — 195. When freight car pressure retainers are 
used on 14-incli brake cylinders, on long trains, where 
there are cars without retainers, what is the result in 
making the stop, even though these retainers are not 
turned up? 

A. — It is almost impossible to make the stop with- 
out a shock, and possibly breaking in two. The cars 



285 

which have no retainers will have their brakes re= 
leased before tliose whicli liave retainers. 

Q. — 196. Wlien a small retainer is nsetl on ears 
tliat Iiave large brake cylinders, and the retainer is 
turned up on a long grade, Avhat is likely to occur? 

A. — As the small retainer takes longer to blow" 
the pressure down, the wheels are likely to overheat. 

Q. — 197. Where is the style D B retainer used, 
shown in Fig. 8? 
.A.— On 
driver brake 
cylinders for 
the purpose 
of holding 
the driver 
brakes ap- 
plied while 
releasing the 
train brakes. 
Q. — 198. 
How many 
positions are 
there for the 
handle of the 
D B style re- 

ta iner ? ^^^- ^- style DB, Pressure Retaining- Valve 

A. — Three : vertically downw^ard, full release, hori- 
zontal, to retain 15 pounds, vertically upward, to re- 
tain all brake cylinder pressure. 

Q. — 199. In order to have the pressure retaining 
valve operate efficiently, what conditions must be ob- 
served ? 

A. — The pressure retaining pipe and all the joints 
must be absolutely air tight, as must also be the bi-ake 
cylinder packing leather. 




286 

THE B-3 NEW YORK LOCOMOTIVE 
BRAKE EQUIPMENT 

The locomotive brake equipment of which the fol- 
lowing is a description is arranged in four different 
schedules to cover the different requirements of rail- 
road service. 

Schedule B-3. — Is for locomotives in passenger or 
freight service where but one brake pipe pressure is 
used. Both the pump governor and the pressure con- 
troller have single regulating heads, which should be 
adusted for the standard brake pipe and main, reser- 
voir pressures. 

Schedule B-3 S. — Is for sAvitching locomotives 
only. A single pump governor and a single pressure 
controller are used. The controller is set to give a 
brake pipe pressure of 70 pounds and the pump gover- 
nor for 90 pounds main reservoir pressure for ordinary 
switching service. But when the engine is used for 
l)assenger switching service and handles trains that use 
110 pounds brake pipe pressure, the pump governor 
should be adjusted to 110 pounds main reservoir pres- 
sure. When handling trains using higli pressure, cock 
No. 2, betAveen the regulating and supply parts of the 
controller should be closed. . This renders the controller 
inoperative and allows the main reservoir pressure of 
110 pounds to pass to the brake valve and brake pipe, 
so that trains using the high speed brake can be 
handled Avithout delay and without the necessity of 
additional apparatus. A quick release valve is fur- 
nished with the B-3 S and is to be placed in the straight 
air pipe so that the brake can be released quickly, al- 
lowing of quicker movement. The divided reservoir 
and the accelerator valve are not furnished Avith the 
B-3 S, but the supplementary reservoir is substituted ' 
for the diA^ided reserA^oir. 

Schedule B-3 — H P. — Is for freight service Avhere 
heavy loaded trains on heavy grades are handled, or 
loads doAA^n and empties up grade. Both regulating] 





(jgXAifl iUa^>^ 


^4 £^^^ 


1 


_,.. ,., 


?! 


|4_--- U 


i ^ Jfff* 


A 




^fim 




r^ 




ff— ^-^-p9 


{t^}h =:^, ;| ■ 


R=tS\-'-- 






-Uh-' 



287 

portions of the pump governor and the pressure con- 
troller are duplex, so that pressures of 70 and 90 
pounds can be carried in the brake pipe, and 90 and 
110 pounds in the main reservoir, for the ordinary 
brake pipe pressure and the high pressure control. 
Three-way cocks are provided for the operation of 
tliese duplex regulating parts. To operate these cocks, 
tlu^ liandle sliould be turned in line with the pipe line 
leading to the regulating head to be used, high or low 
l)ressure, as desired. This will cut in the head to regu- 
late the supply portion and cut off the pressure to the 
one not in use. 

Schedule B-3 — H S. — Is the high s])eed brake, and 
includes the duplex pressure controller aiid the duplex 
pump governor. The regulating heads of the pressure 
controller should be adjusted to 70 and 110 pounds 
for brake pipe pressure, and the pump governor heads 
adjusted to 90 and 130 pounds for main reservoir pres- 
sure. A union four-way cock is used with the regu- 
lating heads of the pressure controller. This is a spe- 
cial cock Avith a connection to each regulating top, one 
to the supply pipe between the controller and brake 
valve, and one to the pipe connecting the brake valve 
and accelerator reservoir. When the handle of the 
four-way cock is in position to operate the regulating 
head adjusted to 110 pounds brake pipe pressure, a 
small port in the acelerator reservoir connection is 
brought into communication with a port to the atmos- 
l)here. The object of this port is to prevent more than 
the usual predetermined reduction of brake pipe air 
obtained in the graduating notches taking place with 
110 pounds pressure. A union three-way cock con- 
nected to the main reservoir and pump governor regu- 
lating tops is used to change the main reservoir pres- 
sure. This equipment is an improvement over the older 
eijuipments. It includes all necessary features of the 
automatic brake, also n straight air bi'aJ<e on Ihe en 
gine and lendei', all ()[>erated Avith the ojie automatic 
brake valve, Avithout any additional positioixs. 



288 

METHOD OF MANIPULATION. 

To Apply the Automatic Brakes on the Train and 
Engine. — The brake valve luuiclle slioulcl be moved to 
the graduating noteh necessary to make tlie desired 
brake pipe reduetiou. 

To Release Both Train and Engine Brakes. — The 
brake valve handle should be moved to I'uiming and 
straiglit air ]-eloase ])ositioii. " 

To Release the Train Brakes and Hold the Engine 
Brake Set. — Move the brake valve handle to auioniatie 
release and straight air a])plieation ])ositi()n. 

To Apply the Engine Brakes (Straight Air) — 
I\Iove Ihe brake valve handle to full aiilonuitie release 
and sli-aight air a])plieation position. 

To Release the Engine Brake. — Movo, the brake 
valve liandle to rnnning and straight air release po- 
sition. 

To Apply the Emergency Brakes. — Mnvi^ the 
brake valve handle (piiekly to emei"geiu*y position, and 
leave it there till train stops. 

In Case of Train Parting, Hose Bursting or the 
Opening of the Conductor's Valve. — Move the brake 
valve handle to lap position so as to retain the main 
reservoir pressure. 

To Graduate Off or Entirely Release the Engine 
Brake and Still Hold the Train Brake Applied. — Use 
the lever safety valve to make the required reduction. 

The cylinder gauge shows at all times the pres- 
sure in the engine brake cylinder and should be 
watched while manipulating the brake. 

Double-Heading. — If two or more engines on a 
train, cut-out cock No. 1, Fig. 1, should be turned to 
close the brake pipe and the brake valve carried in 
running and straight air release position on all en-i 
gines but the one from which the brakes are operated! 
from. ; 

To Cut Out the Straight Air Brake.— Close cut- 
out cock No. 3j Fig. 1, h)cated in sli'aight air pipe. 



289 

To Cut Out Automatic Brake on Engine. — Close 
cut-out cock Xo. 6, Fig. 1, located in the pipe connect- 
ing the triple valve and the double check valve. By 
locating the cut-out cock at this point, the auxiliary 
reservoir will remain charged if the brake is cut out, 
and it can be cut in immediately if so desired. Cut- 
out cocks No. 6 and No. 3 are special. They are of the 
three-way type and when turned off drain the pipes 
leading to the double check valve, which insures this 
valve remaining seated in the direction of the closed 
cock. 

THE B-3 BRAKE VALVE 

We show in Fig. 2 a longitudinal side section of 




EV307 
EV60 
.EVI58 

j COPPER PlPC 
ro/tCCELCRATOR'^ 
RCaeMffiMf 



Fig:. 2. B-3 Brake Valve 



the B-3 brake valve in running position, showing the 
main slide valve E V 312 and how the graduating 



'290 

valve E V 317 is controlled by piston E V 311 and 
lever E V 302, also port in the back cap, closed by 
the vent valve E Y 180. This cut also shows the dif- 
ferent positions of the brake valve handle. 

Fig. 3 is a cross section through the main slide 
v^alve E V 312. This cut shows the main reservoir and 
brake pipe connections, also the location of passage H, 
^vhich connects the supplementary reservoir and cham- 
ber D. back of piston E Y 311. and port drilled to the 
slide valve seat, and cavity R in the slide valve. Fig. 
■4 is a top view of the valve with the cover, slide valve 
and handle removed, showing the seat and connections 
for the straight air and divided reservoir pipes. A 
^ shows the opening through the slide valve seat to 
brake valve chamber A beneath the slide valve; B is 
a cavity b^ck of the slide valve seat, into which the air 
"flows from the main reservoir pipe, although all the 
space under the valve cover and above the slide valve 
is known as chamber B : G is the exhaust passage ; V 
is a port in the seat through to the exhaust passage, 
and is an exhaust port for the straight air brake in 
running and straight air release positions, and is also 
an exhaust port for the air from chamber D through 
port O in the release, running and lap positions; port 
T leads to the accelerator reservoir; port W leads to 
passage H and the supplementary reservoir. The loca- 1 
lion of port O in the seat is also shoAvn. Port is ; 
used for the purpose of venting air from chamber D to j 
the atmosphere, so as to permit piston E V 311 to I 
return to its normal position, as shown in Pig. 2. When 
releasing brakes, it imns from the vent valve seat 
through the back cap lengthwise through the body of 
the brake valve to a point shown, and thence up to 
the seat of the slide valve. 



291 



EV283 
EV627 
tV326- 



It is connected to the exhaust 
passage by cavity R in the slide 
valve and port V in the seat in 
full release, running and lap po- 
sitions. Chamber D air is pre- 
vented from escaping to the at- 
mosphere in these positions by 
vent valve E V 180 on the end of 
piston E V 311. Just before -the 
slide valve reaches the first grad- 
uating notch it covers port 0. so 
that when 
the piston 
moves for- 
ward to au- 
tomatically 
close the ser- 
vice exhaust 
port F. cham- 
ber D air 
only gets to 
the face of 
the slide 
valve. "When 
the brake 
valve is 
placed in full 
release, run- 
ning or lap 
position, air 
from cham- 
ber D flows 

through port 0, cavity R and pbrt V to the atmosphere, 
until the pressure in chamber D is slightly below that 
in chamber A (brake pipe), when the brake pipe pres- 
sure, being the greater, forces piston E Y 311 to the 
position shown in JFig. 2, seating the vent valve and 
preventing further escape of air from chamber D. 




fPtPE 
^TiQ BRAKE PIPE 



fPtPL 
TOMAINRESCAVOIfl^ 



Figr. 3 



292 

MAIN RESERVOIR AND BRAKE PIPE AIR. 

Main reservoir air, reduced to brake pipe pressure 
by the pressure controller, flows into chamber B. The 
slide valve E V 312 controls the flow of air from the 
main reservoir to the brake pipe and from the brake 
pipe to the atmosphere. The brake pipe is connected 
to chamber A. Discharge of brake pipe air to the at- 
mosphere for service applications occurs through ports 
F and G and exhaust passage C, but for emergency ap- 
plication through ports J and K and exhaust passage 
C. In full automatic release position, air is free to flow 
from the main reservoir to the brake pipe through ports 
M and past the end of slide valve E V 312. In run- 
ning position, ports M only are open between the main 
reservoir and the brake pipe, but they are sufficiently 
large to permit the release of the train brakes. 

L J R Small slide valve E V 317 

I — p^'^-^ y-.V ^x 1 is a cut- off or graduating 

P-L^-TL hi :. r-il _G ^'^1^'^? operated by piston 

-K E V 311 and lever E V 302. 
In service application it au- 
^ ^ \ ^ ^^ tomatically laps port F and 

^'^'■^ stops the discharge of brake 

pipe air, when the brake pipe reduction, corresponding 
to the service graduating notch in which the brake 
valve handle is placed, has been made. Piston E V 311, 
which is exposed on one side to brake pipe pressure 
and on the other to chamber D or supplementary reser- 
voir pressure, through the means of lever E V 302, 
causes valve E V 317 to move automatically whatever 
distance is necessary to close port F. 

TESTS AND DEFECTS OF THE B-3 BRAKE 
VALVE. 

To test for a leaky graduating valve, after the 
brake system is fully charged up, the brake valve 



m ,,-^::::::m 



// i I 



293 

handle should be placed in the first graduating notch. 
Then if the blow continues at exhaust port C, allowing 
air to pass from the brake pipe to the atmosphere, it 
indicates a leaky graduating valve. If the packing 
ring on the equalizing piston leaks it can be detected 
by having the full pressure in the brake system, then 
turning the cut-out cock below the brake valve and 
placing the brake valve handle in emergency position. 
Then if air escapes from port C until the supplement- 
ary reservoir is drained, it indicates a leak at the pack- 
ing ring. 

Should the vent valve leak, it would be indicated 
by a continuous blow from exhaust port C when the 
brake valve is in full release, running or lap position. 

To test for a main slide valve leak, the cut-out cock 
below the brake valve should be closed, the pump start- 
ed and the brake valve handle put in lap position. All 
ports are now blanked and any leakage past the slide 
valve to the brake pipe will be shown by the black 
hand of the air gauge. Another method of testing 
would be to place the brake valve handle in one of the 
graduating notches w^hen the brake system is charged 
up, and if the escape of air at exhaust passage C does 
not entirely stop and the black hand of the air gauge 
did not fall at the same time, it would indicate that 
the main slide valve was leaking. 

THE PRESSURE CONTROLLER. 

The pressure controller is in reality a part of the 
brake valve, taking the place of the excess pressure or 
feed valve, and is connected to the main reservoir pipe 
near the brake valve for the purpose of controlling the 
brake pipe pressure. The regulating and supply por- 
tions are separate, being connected by piping ; and the 
regulating heads connect directly to the pipe between 
the supply portion and the brake valve. 



294 




Figr. 5 



"With the pressure 
controller the excess 
pressure is confined to 
the main reservoir, and 
while it has sufficient 
capacity to release the 
brakes promptl}^ and 
recharge the auxiliary 
reservoirs on a train of 
any length, there is no 
danger of overcharg- 
mg the auxiliary reser- 
voirs on the forward 
end of the train. Thus, 



the possibility of a reapplication of the brakes on the 
forward end of the train is prevented during the charg- 
ing of the rear brakes. 

DIFFERENT STYLES OF CONTROLLERS. 

The controller is made in two different styles,, 
single and duplex, to cover the requirements of the dif- 
ferent schedules. Fig. 5 is a sectional view of a duplex 
regulating part and Fig. 6 is a sectional vieAV of a single 
regulating part. 

Fig. 7 and Fig. 8 is 
a sectional view of the 
supply portion of the 
controller. By referring 
to Fig. 7 you ^yi\l no- 
tice that it is an end 
view and Fig. 8 a cross ^•*'- 
sectional view. You 
will also note that the 
connection with the 
main reservoir is made 
at M R, and by means 
of the cored passage air 
is free to pass to the ^^^' ^ 

under side of valve P G 95. Connection B Y leads to 
the brake valve and main reservoir connection, and 




295 

connection D to the regulating part (single or dnplex:), 
also connecting at D on Fig. 8. 

OPERATION. 

In operation, with either a single or a duplex: 
regulating part, as soon as the pressure in the brake 
pipe is sufficient to overcome the resistance of spring^ 
P G 10, which holds diaphragm P G 13 seated over 
port B, the pressure will pass through passage E to 
connection D and through piping to space E in the 
supply port of the controller above piston P G 4, forc- 
ing the piston and valve P G 9& down until seated and 
cutting off communication between the main reser- 
voir and the brake pipe. 

As soon as the pressure in the brake pipe falls be- 
low the resistance of spring P G 10 the latter will force 
diaphragm P G 13 to its seat, closing off port B, where- 
upon the pressure in passage E and the piping con- 
necting the supply and regulating jDarts, and space E 
above piston P G 4, will immediately escape to the at- 
mosphere through small port C in the regulating head 





F\g. ' 



Fig. 8 



of the controller, after which the main reseiwoir pres- 
sure will lift valve P G 95 off its seat and again open 
communication to the brake valve, thus maintainrng: 
a constant pressure in the brake pipe. Port X in the 



296 

supply pRYt of the controller connects the under side 
of piston P G 4 with the atmosphere, so that it will be 
free to operate and to discharge any leakage past ring 
P 6 24 or valve P G 95. 

ADJUSTMENT OF REGULATING PARTS. 

The adjustment of these regulating heads are ac- 
complished by means of nut P G 35, which regulates 
the tension of spring P G 10, as each regulating head 
has a vent port C to avoid waste of air. 

TO CUT OUT THE CONTROLLER. 

The hand wheel P G 45 can be used in case of any 
defect that causes a sluggish action of the controller. 
By screwing up the wheel it will lift valve P G 95 off 
its seat and allow free passage of air from the main 
reservoir to the brake valve. The controller will then 
be inoperative, and main reservoir and brake pipe 
pressure will be equal until the controller is put in 
working coiulition again. 

DOUBLE CHECK VALVE. ' 

A double' cheek valve is used with this eqviipment, 
and in all cases it is of the same type used with the 
independent straight air equipment. It is so placed in 
the pipe connection that when the automatic brake 
is used the double check moves over and closes com- 
munication betAveen the brake cylinder and the straight 
air release, and^when the straight air is used it moves 
over and closes communication from the brake cylin- 
der to the triple exhaust. The piping diagram shows 
its location, and it operates upon the same principle 
as the Westinghouse double check. 

PRESSURE CONTROLLER DEFECTS. 

Should the controllers or pump governor need 
cleaning, and there is pressure in the main reservoir, 
the pump should be shut off and the reversing cock 
turned so as to shut off the pressure from the governor 
or controller that is to be cleaned. The tension of the 
spring should then be slacked off, the air pipe discon- 



297 

]iectecl and the spring box removed. Then the dif- 
ferent parts can be cleaned and replaced. Should 
leather seat S A 6 leak it will allow the main drum 
pressure to leak by the valve and overcharge the 
brake pipe. 

Should the passage leading to piston P G 24 be 
stopped up, or the tension of spring P G 10 be too great, 
or should there be a leak by the diaphragm and the 
vent port in the spring casing stopped up, or a leak by 
piston P G 24, or a leak by the stem of valve P G 95 
and port X stopped up, or should piston P G 24 stick 
in the bushing, the brake pipe will become overcharged. 

To overcome these defects until repairs are made, 
the low pressure pump governor of the duplex should 
be adjusted to shut off the pump at the desired pres- 
sure. Should the pipe leading to the single controller, 
or the pipe leading from the brake valve to the cut-off 
cock break, the pump governor can be adjusted to 
regulate the required amount of pressure and the pipe 
to the controller plugged. 

Should any of the pipes leading from the reversing 
cock to the controller top break, turn the reversing 
cock, and cut in tlie other controller top, and adjust to 
carry the proper pressure. 

THE ACCELERATOR VALVE. 

The duty of the accelerator valve is to assist the 
brake valve in discharging brake pipe air when mak- 
ing serAdce reductions with long trains, and to cause 
a more uniform and prompt application of the brakes 
than is possible with the ordinary brake valves. It 
only operates when a service application is made, and 
then only when the volume of brake pipe air is suf- 
ficient to warrant its use. However, the reductions 
are no greater with the accelerator valve than with 
the other types of brake valves, as the automatic cut- 
oft' of the brake valve controls the flow of air that ac- 
tuates the accelerator. The valve does just what its 
name implies. It accelerates the discharge of brake 



298 

pipe air. The operation of the accelerator valve is au- 
tomatic. It opens about four seconds after the brake 
valve handle has been moved to the graduating notch, 
and closes in about the same length of time, after the 
graduating valve has closed ports F and S in the slide 
valve. ^ A pressure of about 10 to 12 pounds in the large 
compartment of the divided reservoir is required to 
operate it, therefore it does not open with a shorter 
train than one of eight cars, for with a train of this 
length the automatic lap of the brake valve takes 
place before enough pressure has been accumulated in 
the divided reservoir to move the piston of the accel- 
erator valve down against the spring. 

The accelerator valve is bolted to the divided 
reservoir, the large chamber of which is the acceler- . 
ator reservoir and the small chamber the supplement- 
ary reservoir. 

Brake Pipe Pressure. — Is always present in cham- 
ber 0, around slide valve R V 74, and is prevented 
from escaping to chamber B by the leather seat R V 70, 
which is held to its seat by spring Q T 231. There is 
an oblong port a in the slide valve and a triangular 
port 6 in tlie slide valve bushing with its point upward. 

OPERATION. 

When the brake valve handle is placed in service 
position port S in the slide valve is open to the brake 
pipe, and the long port a C, that is also in the slide 
valve, registers with port T in the seat, allowing brake 
pipe air to pass through ports S and T to the acceler- 
ator reservoir and to the top of piston R V 65, which 
is always in direct communication with the accelerator 
reservoir. 

"When a pressure of from 10 to 12 pounds is accu- 
mulated in the reservoir, the piston, valve stem and 
slide valve are moved down, compressing spring Q T 231. 
Port a then registers with port h^ but, as the small part 
of the port opens first, the brake pipe air flows slowly 
to the atmosphere, the discharge increasing as the port 



299 



opens wider, until the full travel of the piston and slide 
valve gives a full port opening. AYhen the cut-off valve 
of the brake valve goes to automatic lap and closes port 
S, air ceases to flow to the accelerator reservoir. The 
pressure on piston E V 65 reduces through ports R 
and T in the body of the valve and through port S in 
the piston. As soon as the pressure above the piston 
has been reduced enough, spring Q T 231 pushes the 
slide valve and piston upward, first closing port R, then 
ports a and 6^ lastly closing leather seated valve R V 70 
and stopping the flow of brake pipe air to the atmos- 



JTITtr^^^ 




Figr. 9 



Fig. 10 



phere. The piston closes port R before the slide valve 
closes port 5, so that the air from the accelerator reser- 
voir, flowing more slowly through port S in the piston, 
gives the slide valve the slow closure desired. The ac- 
tion of the accelerator valve allow- s a much larger vol- 
ume of air to pass from the brake pipe than could flow- 
in the same time through service ports F and G in the 
brake valve, and it w^ll remain open longer with a long 
train than with a short one, as the volume of brake pipe 
air to be reduced as greater and cut-off' valve E Y 317 
stays open longer. 



300 

ACCELERATOR VALVE DEFECTS. 

With a long train, if the accelerator valve fails to 
open at all after a heavy reduction is made, it may be 
caused by the passage in the slide valve leading to the 
divided reservoir being stopped up, or a leak in the pipe 
connections, or a leak by piston packing ring P Gr 24, 
which will allow the air to escape too fast without forc- 
ing piston R V 65 down, or it may be piston R V 65 
sticking in the bushing. 

Should ports R and S become stopped up, the pres- 
sures Avoulcl ecjualize on ])oth sides of piston R V 65, 
thus preventing the piston from being forced downward, 
»>r if leather seat R V 70 is badly worn and does not 
>L^at, allowing air to leak past it, with ports R and T 
^topped up, it would have the same effect. „ 

If ports R and T are open, and leather seat R V 70 
leaks, there would be a continuous flow of air at these 
ports that would have the same effect as a brake pipe 
leak, but will not prevent the valve from operating. 

Should there be a leak by slide valve R V 74, 
'•aused ])y dirt, scale or a cut valve, air w^ill continue to 
liow from the valve, which will have the same effect as 
a leak from the brake pipe. Should the leak affect the 
proper operation of the brakes, the valve should be cut 
out by turning the cut-out cock. Should it not be 
equipped with a cut-out cock, put a blind gasket in the 
pipe leading to the accelerator. The same remedy 
should be applied if spring Q T 231, or port S in piston 
R V 65, is stopped up. When port S is stopped up, the 
pressure cannot escape and therefore holds the piston 
down. This will allow all brake pipe pressure to be ex- 
hausted. When this happens the nut in the pipe lead- 
ing to the divided reservoir should be slacked up on. 



301 




Fig. 11 



THE DIVIDED RESERVOIR. 

Fig. 11 is a 
^ide view of the 
divided reser- ^^'^^;:g3'*^ 
\^oir used with l^^^^S^ 
the B-2 and B-3 
equipment 
when the accel- 
erator valve is 
being used. The 
small compart- 
ment is used 
for chamber D ]3ressure and the large one for the accel- 
erator valve. 

THE SUPPLEMENTARY RESERVOIR. \ 

Fig. 12 shows the supplementary reservoir used with 1 
switch engine equipment, schedule B-3 S. The names \ 
of the parts are E V 60, Small Union Xut, E V 155. [ 
Supplementarv Reservoir, E V 156, Reservoir Plucr, 
E V 158, Unicm Swivel. . ^ ; 

The duty of the supplementary reservoir in service *■ 
application is to hold the air used to move the equal- ; 
izing piston and graduating valve, and automatically i 
lap the valve in service reductions. 



-6| 



^ BOt-J 



-3l|«- 



Any leakage in the 
supplementary reservoir 
or pipe connections, or 
gasket E V 107, destroys 
this feature and makes 
it necessary to place the 
brake valve handle in 
lap position after each 
reduction to prevent all 
brake pipe air from be- 
ing lost. If there is a 
broken pipe connection 
leading to the supple- 
mentary reservoir, it 
will be necessary to put a blind gasket in between the 



"7^ 



EV60 
EVI^i 



i^.r i 



icOPPCR PIPC 
TO RfyAKf WALVt . 



Fig. 12 



alve 



302 

brake pipe and the joint, and place the brake v; 
handle in lap position after each reduction. 

THE QUICK RELEASE VALVE. 

In Fig. 12, we show the quick release valve, which 
is used with schedule B 3-S switch engine equipment. 
The duty of this valve is to hasten the release after an 
application of the automatic or straight air brakes. 

Connection B leads to 
the driver brake cylin- 
ders.. Connection A 
leads to the double 
check valve, and con- 
nection X to the ex- 
haust. 

As soon as the brakes 
are applied by either 
straiglit or automatic 
application, pressure 
passes to the top of 
piston R Y 142, forc- 
ing the latter down 
against the resistance 
of spring R V 138, un- 
til it strikes the collar 
on valve R Y 1-11, clearing the valve body enough to 
give a direct opening to the brake cylinders. 

In effecting a release, as soon as the brake valve 
handle has been returned to release position, the pres- 
sure will be reduced from the upper side of the pis- 
ton, allowing the pressure on the under side to oper- 
ate it and lift, valve R Y 141 off* its seat, allowing the 
discharge of pressure from the brake cylinders to the 
atmosphere. 

"While the quick release valve is shown in the piping 
diagram between the double check and driver brake 
cylinders, if desired it can be placed in the straight air 
pipe between the brake valve and the double check, in 
order to hasten the release of straight air brakes on the 




Fitr. 12 



303 

engine and tender, leaving the release of the automatic 
brake normal. 

THE HIGH SPEED CONTROLLER. 

Fig. 13 is a sectional view of the high speed con- 
troller which is 
used with sche- 
dule B 3— H S. 
The cut shows 
the operative 
parts, which 
are as follows : 
H S 107, Piston, 
\vith valve, H S 
108, which is 
provided with 
one large and 
one small Annu- 
lar Groove, R V 
105 A, Spring, 
R Y 131, Valve 
Stem, R V 133, 
Pop Valve, andns 
R V 129, LeverHSioe 
handle. 

The high 
speed controller 




I To Brake Pipe 
'^' Pipo 



BP 



To Brake Cylinders 
- »A PiP« 



HSI09 
HS I07 



Fiff. 13 



is connected to the brake cylinder at B C and to the 
brake pipe at B P. Its normal position is as shown in 
Fig. 13, Avhere it is held by brake pipe pressure. During 
all ordinary service applications the piston remains in 
this position, and the brake cylinder pressure can pass 
freely to the safety valve through the large groove. 
When it is higher than the pressure that the safety valve 
is set to retain, ports F and D allow the brake cylin- 
der pressure to circulate around piston H S 107 and 
back of valve H S 108, which allows them to move with 
only a slight difference in pressure. However, when an 
emergency application is made, the brake pipe pressure 



304 

is greatly reduced, and the brake cylinder pressure 
forces the piston and valve their full travel to seat C. 
This movement brings the smaller groove directly un- 
der passage G, which restricts the passage of brake cyl- 
inder air to the safety valve and causes a gradual re- 
duction until stopped by the safety valve. The safety 
valves should be adjusted at 53 pounds, and Avhether 
used alone or with the high speed controller, are piped 
to the engine brake cylinders, so that they will relieve 
jthe cylinders of all presvsure in excess of 53 pounds, 
whether o])tained with the automatic or straight air ap- 
plication. 



THE LEVER SAFETY VALVE. 



RV I04 
RV I03 




Figf. 13 

adjusted at 53 pounds. 



Tlie list of operative 
parts of the lever safety 
valve used with the sche- 
dules B-3, B-3 S and B-3— 
H P, of wdiich we furnish a 
sectional view in Fig. 13, is 
as follows: R V 103 is 
the Regulating Nut, R V 
105 . A, the Regulating 
Spring, R V 107, the Valve 
Seat, R V 127, is the Valve 
and R V 129 the Lever 
Handle. 

The top portion of this 
valve is adjusted and 
operated in the same man- 
ner as that of the high 
speed controller lever safe- 
ty valve, and should be 



305 

INDEX TO ILLUSTRATIONS 

Page No. 
Plate 1. — General arrangement of Westinghouse Air-Brake Appli- 
ances- on Freight Equipment Frontispiece 

Instruction Diagram to the No. 6 E. T. Equipment, Fig. 1 9 

Piping Diagram of the No. 6 E. T. Equipment, Fig. 1-A 12 

Diagramihatic View of the Essential Parts of the Distributing 

alve, 'and Double Chamber Reservoir, Fig. 2 15 

No. 6 Distributing Valve and Double Chamber Reservoir, Fig. 3. 15 

No. 6 DiMributing ^'alve, Fig. 4 18 

Graduating Valve, Equalizing Valve, and Equalizing Valve Seat 

of No. 6 Distributing Valve, Fig. 5 20 

Release, Automatic or Independent, Fig. 6 21 

Automatic Service, Fig. 7 23 

Service Lap, Fig. 8 24 

Emergency, Fig. 9 26 

Emergency, Lap, Fig 10 27 

Independent Application, Fig. 11 29 

Independent Lap, Fig. 12 31 

Release Position, Fig. 13 32 

The Quick Action Cylinder Cap for No. 6 Distributing Valve, 

Fig. 14 34 

Emergency Position of No. 6 Distributing \ alve with Quick 

Action Cap, Fig. 15 35 

E-6 Safety Valve, Fig. 16 37 

H-6 Automatic Brake A'alve, Fig. 17 39 

Rotary Valve Seat, Fig. 18 40 

The H-6 Automatic Brake Valve, Fig. 19 41 

The S-6 Independent Brake Valve, Fig. 20 47 

The S-6 Independent Brake Valve, Fig. 21 49 

Positions of Brake A'alve Handles, Fig. 22 51 

Diagram of B-6 Feed Valve, closed. Fig. 23 52 

Diagram of B-6 Feed Valve, open. Fig. 24 54 

The C-6 Reducing Valve, Fig. 25 56 

The S-F Pump Governor, Fig. 26 58 

Combined Aid Strainer and Check Valve, Fig. 27 60 

Special Driver Brake Triple Valve, Fig. 1 95 

Plain Triple Valve, Fig. 2 95 

Quick Action Triple Valve, Fig, 3 96 



306 

Page No. 
Engineer's Brake and Equalizing Discharge \'alve, D-8 model, 

Fig. 4 104 

Improved Engineer's Brake and Equalizing Discharge Valve with 

Feed ^'alve attachments, D-5 or E-6 models, Fig. 5 107 

Westinghouse 8-inch Air Pump, Fig. 6 HI 

Westinghouse 9^-inch Air Pump, up stroke, Fig. 7 116 

Westinghouse 9^-inch Air Pump, down stroke, Fig. 8 119 

Westinghouse 1 1 -inch Air Pump, Fig. 9 123 

Westinghouse Compound Air Pump, Fig. 10 125 

Pump Governor, Fig. 11 137 

Improved Pump Governor, Fig. 12 138 

Train Air Signaling Apparatus Fig. 13 141 

Standard Freight Cylinder Reservoir and Triple A'alve, Fig. 14... 164 

Ten-inch Passenger Car Cylinder and Triple A'alve, Fig. 15 ,164 

Diagrammatic Sketch of the Tender and Car Equipment of the 

Westinghouse High Speed Brake, Fig. 16 197 

Diagrammatic Sketch of the Engine Equipment of the Westing- 
house High Speed Brake, Fig. 17 198 

High-sp/eed Brake Automatic Reducing A'alve and Positions of its 
Slide A'alve in Partial Service, Full vService and Emergency 

Applications, Figs. 18, 19, 20, 21, 22 and 23 . .200 

Diagrammatic Sketch of the Westinghouse Schedule U or High 
Pressure Control Apparatus, Fig. 24 203 

Sectional A'iews of the Westinghouse Slide A'alve, Feed ^'alve 

Attachment, Figs. 25 and 26 207 

The Automatic Slack Adjuster, Fig. 27 . 210 

Westinghouse Special Driver Brake, Triple A^alve, Fig. 28 219 

Names of Parts of K Triple ^'alve, Fig. 29 221 

Graduating Valve, Slide A'alve, Slide A'alve Bush, Face and Top 

views. Fig. 30 . 225 

Full Release and Charging Position, Fig. 31 226 

Quick Service Application Position, Fig. 32 228 

Full Service Position, Fig. 33 , 229 

Lap Position, Fig. 34 231 

Retarded Release and Charging Position, Fig. 35 232 

Emergency Position, Fig. 36 235 

Westinghouse 83^-inch Cross Compound Air Pump, Fig 37. . .., . . .237 
Diagram of the Cross Compound Pump, up stroke, High-Pressure, 

Steam side, Fig. 38 239 

The New Vork Quick- Action Automatic Air-Brake, Plate 1 242 

Xew York Plain Triple, Fig. 1 ! '. 246 



307 

Page No* 

New York Special Driver Brake Triple Valve, Fig. 2 249 

New York Duplex Governor, Fig. 3 249 

New York Quick- Action Triple Valve, Figs. 4 and 5 251 

Diagrammatic Sketch of the New York Quick-Action Triple 

Valve, Fig. 6 253 

New York Drain Cup, Fig. 7 259 

End Yiew of Drain Cup, Fig. 8 259 ^ 

New York Pump Goviernor, Fig. 9 259 

New York Duplex Air Pump, Fig. 10 263 

New York Engineers Brake \'alve, Figs. 16, 17, 18, 19, 20 and 

21 273 

New York Signalling Apparatus and Pressure Retaining Valve, 

Figs. 11, 12, 13, 14 and 15 279 

Freight Car Pressure Retaining Valve, Fig. 7 -. 2S3 

Style D-K, Pressure Retaining Valve, Fig. 8 285 

Piping Diagrams B-3 Equipment, folding, Fig. 1, between pages 

. 285 and 2S6 

H-3 Brake \^alv.e, Fig. 2 289 

B-3 Brake A^alve, Fig. 3 291 

Top View B-3 Brake \'alve, Fig. 4 .292 

The Pressure Controller, Figs. 5 and 6 294 

The Pressure Controller, Figs. 7 and 8 295 

The Accelerator ^^alve, Figs. 9 and 10 299 

The Divided Reservoir, Fig. 11 300 

The Supplementary Reservoir, Fig. 12 301 

The Quick Release Valve, Fig. 12 302 

The High Speed Controller, Fig. 13 303 

The Lever Safety Valve, Fig. 13 304 



308 

INDEX TO CONTENTS 

Page No. 

Title Page \ 1 

Preface, Page 3, Part First 4 

The Westinghouse No. 6 E. T. Locomotive Brake Equipment.... 5 

Different Positions of Brake Valve Handles 6 

To Release the Train Brakes 6 

To Apply the Brakes in Emergency Application 6 

To make a smooth Two- Application Passenger Train stop. ....... 6 

When using the Independent Brake only 7 

Releasing Engine Brakes 7 

Alternating Train and Engine Brakes 7 

Engine Brakes Cylinder Pressure 7 

Features of the Independent Brake , 7 

The Parts of the Equipment 8 

Names of Different Pipes 10 

Arrangements of Apparatus 10 

Main Reservoir Connections 11 

Air Signal Connections 11 

The Distributing Valve Pipe Conn/ections 11 

Principles of Operation 13 

The No. 6 Distributing Valve 16 

The Names of Parts 16 

Tracing of Ports and Connections 17 

Main Reservoir Pressures 17 

Automatic Operation i 18 

Charging 18 

Service Application 18 

Service Lap 20 

Automatic Release ^ 22 

Emergency 23 

High Speed Service 25 

Emergency Lap 25 

Releasing 26 

Conductor's Valve, Bursted Hose or Train Parting 28 

Independent Brake Operation 28 

Indeptendent Application 28 

Independent Release 29 

Two or more Locomotives on Train 30 



309 

Page No. 

Drainage of Condensation 32 

Removal of Parts 32 

Quick Action Cylinder Cap 33 

Distributing Valve Defects 33 

Leaky Rotary 33 

Leaky Exhaust Valve 34 

Leaky Graduating Valve 35 

Broken Graduating Spring 35 

Leaky Pipes 36 

The E-6 Safety Valve 37 

To Adjust 38 

The H-6 Automatic Brake \^alve 38 

Names of Parts 39 

The Ports 40 

Brake Valve Positions 42 

Charging and Release Position 42 

Running Position 43 

Service Position 44 

Lap Position 44 

Release Position 44 

Holding Position 45 

Emergency Position 45 

To Lubricate 45 

To Prevent Leakage 46 

To Remove the Parts 46 

The Independent Brake Valve 46 

Names of Parts 46 

The Ports and Grooves 47 

Independent Brake Valve Positions • . . 47 

Running Position 48 

Slow Application Position 48 

Quick Application Position ; 48 

Lap Position 50 

Release Position 50 

Return Spring 6 ' 50 

Oil Plug 50 

The B-6 Feed Valve 52 

Names of Parts 53 

Regulating Parts 53 



510 

Page No* 

Alain Reservoir Pressurie ',..■..; 53 

The Regulating \'alve , 55 

The Distinguishing Feature 55 

To Adjust 55 

The C-6 Reducing \'alve 56 

The S-F Pump Governor 56 

The Construction and Operation 57 

To Adjust 59 

The Dead Engine Feature 60 

Operation 60 

Failure of Pump when Double-Heading with K. T. Equipment . . 61 

Broken Pipe Defects and their Cures 62 

The difference in No. 5 and No. 6 E. T. Equipment 64 

Tests, Pointers, Defects and Remedies for No. 6 E. T. I^quipment. 68 

Testing Air Gauges 68 

Test for Brake Pipe Leakage 68 

To Test Feed \'alve 68 

Testing the Distributing \'alve 6^ 

Testing Automatic Brake \'alve 71 

Xesting Independent Brake \'alve 73 

Testing the Governor 73 

Testing .Safety \'alve 73 

Testing for Brake Cylinder Leakage 74 

Testing Signal Whistle 74 

Examinations, Questions and Answers on the E. T. Equipment... 76 

The Westinghouse Air-Brakes and its Appliances Reduced to 

Questions and Answers 90 

The Main Drum 92 

The Triple Valve 94 

Pressure Retaining \'alve 102 

The Brake \'alve 103 

The Air Pump 109 

The Westinghouse 8-inch Air Pump 109 

Air Compressor Portion, 8-inch Pump 109 

Steam End, 8-inch Pump 112 

Westinghouse Standard 9^-inch Air Pump 114 

Air Compressor Portion, 9^-inch Pump 117 

Westinghouse 1 1 -inch Air Pump 122 

Westinghouse Compound Air Pump ^ 124 



311 

Page No. 

8-inch, 9>^-inch and 11-inch Pump Troubles and their Cures.... 128 

The Pump Governor 136 

The Air Signal Equipment 140 

Pipe Work 143 

Testing Brakes 145 

Testing Brakes, Road or Division Terminal Test 147 

Handling Trains 151 

Double Heading 158 

Locating Reporting and Repairing Defects 165 

Sizes of Main Reservoirs 194 

Auxiliary Reservoirs 195 

High Speed Brake 195 

Schedule U or High Pressure Control = . , 202 

The Slide Valve Feed Valve 204 

The Automatic Slack Adjuster 209 

Westinghouse Special Driver Brake Triple \'alve 21Q 

The K-1 and K-2 Triple \'alve 221 

The Quick Service Feature ..221 

The Retarded Release Feature 221 

The Uniform Recharging Feature 222 

Different Sizes of Valves 222 

Names of Parts of K Triple Valve 223 

The Positions of the Ports, Cavities and Passages 224 

Full Rekase and Charging Position 226 

Quick Service Application Position 227 

Full vService Position 229 

Lap Position 230 

Retarded Release and Charging Position 231 

Emergency Position 234 

The 85'2-inch Cross Compound Westinghouse Air Pump. Opera- 
tion . .237 

Defects of the 8^-inch Compound Pump 340 

Part Siecond ; 241 

The New York Air Brake 243 

The New York Plain Triple Valve 245 

New York Special Driver Brake Triple A'alve 248 

New York Quick- Action Triple \'alve 248 

New York Duplex Air Pump .' 262 

New York Pump Governor 268 



312 

Page No. 

New York Engineer's Brake Valve 270 

New York Air Signal Equipment 277 

New York Pressure Retaining A'alves 282 

The B-3 New York Locomotive Brake Equipment 286 

Schedule B-3 286 

Schedule B-3 S 286 > 

Schedule B-3 H-P 286 

Schedule B-3 H-S 287 

To Apply the Automatic Brakes on the Train and Engine 287 

Method of Manipulation 288 

To Release Both Train and Engine Brakes 288 

To Releasie the Train Brakes and Hold the Engine Brakes Set... 288 

To Apply the Engine Brakes (Straight Air) 288 

To Release the Engine Brakes ^ 288 

To Apply the Emergency Brakes 288 

In Case of Train Parting, Hose Bursting or the Opening of the 

Conductor's \'alve 288 

To Graduate Off or Entirely Release the Engine Brake and Still 

Hold the Train Brake Applied 288 

Double Heading 288 

To Cut Out the Straight Air Brake 288 

To Cut Out Automatic Brake on Engine 289 

The B-3 Brake \ alve 289 

Main Reservoir and Brake Pipe, Air 292 

Tests and Defects of the B-3 Brake A'alve 292 

The Pressure Controller 293 

Different Styles of Controllers 294 

Operation 295 

Adjustment of Regulating Parts. . 296 

To Cut Out the Controller 296 

Double Check Valve 296 

Pressure Controller Defects 296 

The Accelerator A'alve 297 

Brake Pipe Pressure ,. ' 298 

Operation 298 

Accelerator \'alve Defects 300 

The Divided Reservoir 301 

The Supplementary Reservoir 301 

The Quick Release A'alve 302 

The High Speed Controller 303 

The Lever Safety Valve 304 



APR 20 1912 



y 



